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Triumph TR2, TR3, TR3A factory service manual

1. Prop the bonnet open and disconnect battery a b Remove four bolts two each side which secure the top apron re enforcement bar to the U brackets situated on top of the front wings c Disconnect the electrical wires at their snap connectors after suitably identify ing them if the colours are not dis tinguishable If the car is earlier than Commission No TS 4229 release the cable which connects the two locks from its clip This clip is fitted at the centre of and forward of the apron re inforcement bar On cars later than TS 4229 this instruction can be disregarded e Remove the twelve bolts six each side which secure the outer edges of the apron to the wings These bolts are those which are fitted horizontally from inside the wheel arches The other series of bolts fitted vertically into the wheel arch are NOT to be touched d f Remove the chassis frame to apron steady stay at the apron end by removal of the nut and bolt with lock washer g Withdraw the bolt from the starting handle guide bracket There is no necessity to remove the bracket itself h The apron can now be removed by lifting the lower portion upward and forward to break the water seal and then lifting it bodily out of its brackets on top of the wing sealing beadings can now be removed TO FIT FRONT APRON The fitting is the reversal of its removal but care should be taken over the following p
2. CONTROL BOX Internal connections of Control Box 34 the normal rating of the generator The magnetism due to the series winding assists the shunt winding so that when the generator is delivering a heavy current into a discharged battery the regulator comes into operation at a somewhat reduced voltage thus limiting the output accord ingly As shown in Fig 37 a split series winding is used terminal A being con nected to the battery and terminal A1 to the lighting and ignition switch By means of a temperature compensation device the voltage characteristic of the generator is caused to conform more closely to that of the battery under all climatic conditions In cold weather the voltage required to charge the battery increases whilst in warm weather the voltage required is lower The method of compensation takes the form of a bi metallic spring located behind the tensioning spring of the regulator armature This bi metallic spring by causing the operating voltage of the regulator to be increased in cold weather and reduced in hot weather compensates for the changing temperature character istics of the battery and prevents undue variation of the charging current which would otherwise occur The bi metallic spring also compensates for effects due to increases in resistance of the copper windings from cold to working values The Cut out The cut out is an electro magnetically operated switch connected in the char
3. 0 020 If the gap is outside these limits correct by carefully bend ing the fixed contact bracket Remove the gauge and press the armature down when the gap between the contacts should be 0 006 0 017 Cleaning Contacts After long periods of service it may be found necessary to clean theregulator contacts The contacts are made accessible by slackening the screws securing the fixed con tact bracket It will be necessary to slacken screw C a little more than screw D see Fig 29 so that 27 c the contact bracket can be swung outwards Clean the contacts by means of fine carborundum stone or fine emery cloth Carefully wipe away all traces of dust or other foreign matter with methylated spirits de natured alcohol Re position the fixed contact bracket and tighten the securing screws Cut out Adjustment i Electrical Setting If the regulator is correctly set but the battery is still not being charged the cut out may be out of adjustment To check the voltage at which the cut out operates remove the control box cover and connect the voltmeter between terminals D and E Start the engine and slowly increase its speed until the cut out contacts are seen to close noting the voltage at which this occurs This should be 12 7 123 3 volts If operation of the cut out takes place outside these limits it will be necessary to adjust To do this slacken locknut E Fig 29 and turn screw F in a cl
4. 7 To dismantle 16 Toft 7 To assemble GMT mus 16 dismantle 8 Sphatfandbeske Lever Assembly To assemble s 8 tTo remov 17 Notation for Figure 9 Tone Su EE uM cesser 17 Front Wheel Hydraulic Cylinders To dismantle 2 2 ee 17 Description 2 10 Notation for Figure 9 18 To remove 2 2 10 To assemble au 19 Notation for Figure 5 10 To remove handbrake cables __ 19 TO ees lcd AW C ES 12 To fit handbrake cables 19 ILLUSTRATIONS Page Fig 1 Exploded view of hydraulic pipe lines and connections 1 Fig 2 Sectional view of the brake master cylinder 6 Fig 3 Exploded view of twin bore master cylinder 9 Fig 4 Sectional view of front wheel cylinder zc 10 Fig 5 Exploded view of front brake details E 11 Fig 6 Exploded view of rear brake details 13 Fig 7 Sectional view of rear wheel cylinder Pm 14 Fig 8 Exploded view of pedal assembly Mito WESS 16 Fig 9 Exploded view of handbrake assembly 18 390 BRAKES NOTATION FOR Fig 1 Brake Operation Large shake proof washer Master cylinder to front connection pipe Front to rear connection pipe Two way connection Flexible hose j Hose locknut Banjo bolt E T Large copper gasket nc 5 proot washer Small copper gasket pper gaske
5. Tia DiP FILAMENT MAIN S OX FILAMENT FILAMENT 09 RH DIRECTION INDICATOR amp t H DIRECTION SIDELAMP WINOTONE HEADLAMP HORNS LEFT HAND W 25000 Fig 34 Wiring Diagram 32 LY PSTRIBUTOR RPM 200 400 600 800 1000 1200 1400 1600 1800 2000 2200 2400 2600 2800 3000 3200 Automatic Advance Curve Fig 35 CONTROL BOX MODEL RB106 2 Later production cars were fitted with this control box the function of which is identical to its predecessor RB106 1 REGULATOR CUT OUT ADJUSTING ADJUSTING SCREW SCREW FIXED CONTACT REGULATOR SERIES WINDINGS STOP ARM ARMATURE TONGUE REGULATOR REGULATOR FIXED CONTACT SCREW MOVING CONTACT Control Box with cover removed 33 Fig 36 GENERAL The control box shown in Fig 36 contains two units a voltage regulator and a cut out Although combined structurally the regulator and cut out are electrically sepa rate Both are accurately adjusted during manufacture and the cover protecting them should not be removed unnecessarily Cable connections are secured by grub screw type terminals The Regulator The regulator is set to maintain the generator terminal voltage between close limits at all speeds above the regulating point the field strength being controlled by the automatic insertion and withdrawal of a resistance in the generator field c
6. 30 FUEL SYSTEM DISCONNECTION OF CARB URETTOR CONTROLS There are nine throttle or carburettor control connections and it may be necessary to disconnect one or more to make adjust ments to effect removal of the carburettors or manifolds a The folding coupling on the throttle butterfly spindle One pinch bolt b The outer Bowden cable at the front jet lever link One pinch bolt c The inner Bowden cable at the cable swivel pin fitted to the front carb urettor jet lever One setscrew Jet lever connection rod fitted between the two jet levers The front fork end of the rod connects with the upper hole in the front jet lever Clevis pin and split pin The rear coupling of the long link rod assembly is attached to bulk head lever assembly Nut and washer f Front throttle and short rod assembly Nut and Washer g On inlet manifold pivot for bell crank Setscrew and lock washer h Bellcrank pivot Washer and split pin TO REMOVE ACCELERATOR PEDAL R H S Fig 7 a Remove the nut from the rear attach ment of the long link rod assembly for the carburettor and withdraw end from lever assembly at the bulkhead Release the spring from the lever assembly and drift out mills pin utilising a thin shanked drift The lever can now be withdrawn from the operat ing shaft Withdraw the four self tapping screws securing the bearing housing to the bulkhead collect housings and nylon bush
7. Carburettor splash and overflow pipe Air cleaner Air cleaner gasket d Position the throttle stop with the two adjusting screws on the shorter end of the throttle spindle of the front carburettor body and secure with the taper pin to the rear carburettor fit the throttle stop with the single adjusting screw 379 FUEL SYSTEM e Feed the rocker lever bolt through the double coil washer and the rocker lever so that the platform of the lever is on the left viewing the bolt head This assembly is fitted to the front carburettor with a plain washer be tween it and the carburettor Ensure that the rocker lever moves freely f Fit the throttle spindle return spring anchor plate on the longer end of the spindle and anchor it on the web provided Follow it with the spring and the end clip then adjust the tension and lock the end clip with the pinch bolt g To the bottom half of the jet bearing position the copper washer followed by the jet adjusting sealing nut threaded portion uppermost spring and secure with the jet adjusting nut Position the alloy sealing ring flatter side down wards and the cork washer over the thread of the jet adjusting nut h Insert the jet assembly through the jet adjusting nut and bottom half of the jet bearing from below Position the cork gland washer the copper gland washer spring a second gland washer and cork gland washer on the head of the jet assembly i Position a c
8. Fit and secure alloy elbow piece 5 to heater unit Fig 12 13 Fig 12 The Heater Unit ready for assembling into position 12 13 Working under the bonnet remove the centrally positioned rubber grommet from above the battery Install the Heater Unit after fitting the two P K spire nuts 16 on either side of the Heater Unit mounting bracket and position the unit so that the stud on the forward stay of the bracket protrudes through the hole from which the grommet was removed Operation 12 securing with nut and a spring washer 18 Next attach the transverse portion of the heater attachment bracket with the two bolts to the for ward of two central slots in each of two panel stays NOTE When fitting this equipment to an 14 early car which is equipped with an elec trically operated overdrive ensure that the heater unit does not foul the overdrive relay and cause a short circuit If such a condition arises suitably reposition the relay Assemble the free ends of the two longer hoses already fitted to the heater unit on 353 N BODY Fig 13 Fitting Heater Hoses 15 on water pipe connecters their respective connecters Fig 13 t e the hose on the L H side to the water pipe return connecter and that on the other side to the connecters for the feed hose and secure with clips These connecters were fitted in operation 5 Fit the two lengths of demister hose 2 amp 3 to the
9. The dashboard meter consists of a metal case containing the coils and shaped knob pieces which operate the gauge also a with a calibrated dial and indicator needle The coils are wound on bakelite bobbins with soft iron cores and the shaped knob pieces exert a magnetic force on a pivotted iron armature which is attached to the indicator The magnetic force of the two coils cause the armature to be deflected in accordance with the amount of petrol in the tank The connections of these coils and a resistance mounted below the arma ture are shown in the wiring diagram Fig 2 TANK UNIT BACK OF METER CONNECT COIL EARTH FRAME i Fig 2 Theoretical circuit of Fuel Gauge Tank Unit and Motor The voltage across each coil is varied according to the position of the tank unit float arm The tank unit consists of a float and float arm mounted in a zinc based die casting The float arm carries a contact arm which travels over a resistance wound on a bake lite former The contact arm takes up a position according to the quantity of petrol in the tank and so varies the current through to the meter PRECAUTION WHEN CARRYING OUT TESTS In no circumstances should the battery supply be connected directly to the ter minal of the tank unit On no account should the float arm be bent or set to any other shape than that when it is supplied The float arm is provided with top and bottom stops which p
10. Bleed all brakes as described on page 3 i Check the system for fluid leakage by applying firm pressure to the pedal and inspect the line and connections 16 TO REMOVE THE REAR FLEXIBLE HOSE The hose is first disconnected at its front end adjacent to the right hand shock absorber bracket a Drain the hydraulic system of fluid b Holding the hexagon at the front end of the flexible hose remove the Bundy tubing union nut c Still holding the hexagon of the hose remove the locknut and shake proof washer The hose can now be removed from the bracket Disconnect hose from three way con nection on rear axle Care should be taken to ensure that the entire length of hose is turned whilst it is removed from the three way connection d NY 17 TO FIT REAR FLEXIBLE HOSE Clean all parts thoroughly and ensure that no dirt is allowed to enter the hydraulic system a Position a gasket on the end of the flexible hose secure to the three way connection in the rear axle b Feed foremost end of hose through bracket welded to chassis frame attach shake proof washer and lock nut to end of hose finger tight c Holding the hexagon of the hose with a spanner set it so that the hose is free from any obstructions Still holding the hexagon secure hose to bracket with the locknut d Continuing to hold the hexagon of the hose attach the Bundy tubing and tighten union nut 396 e Replenish the hydraul
11. Leakage in this vicinity is most likely due to defective sealing by the upper and lower sealing gland assemblies 25 f There is no remedy other than removing the whole jet assembly after disconnecting the operating lever and cleaning or replacing the faulty parts It is very important that all parts are replaced in their correct sequence as shown in the illustration and it must be realised that centralisation of the jet and needle and re tuning will be necessary after this operation Dirt in the Carburettor This should be checked in the normal way by examining and cleaning the float chamber but it may be necessary if excessive water or dirt is present to strip down and clean all parts of the carburettor with petrol Failure of Fuel Supply to Float Chamber If the engine is found to stop under idling or light running conditions notwithstanding the fact that a good supply of fuel is present at the float chamber inlet union observable by momentarily disconnecting this it is possible that the needle has become stuck to its seating This possibility arises in the rare cases where some gummy substance is present in the fuel system The most probable instance of this nature is the polymerised gum which sometimes results from the protracted storage of fuel in the tank After removal of the float chamber lid and float lever the needle may be withdrawn and its point thoroughly cleaned by immersion in alcohol
12. The cables are correctly set during assembly and only maladjustment will result from altering the mechanism From the compensating linkage to the brake levers mounted on the wheel cylinders are transverse cables which are of a set length when leaving the works They are however adjustable at their inner ends and should these have been tampered with it is necess ary to check the following The cable assembled to the right hand cylinder lever is 12 97 06 between centres The left hand is 26 85 06 this gives the correct angle of the compensator lever as 177 Only when a complete overhaul is necessary should the handbrake cables require resetting To carry out this operation the brake shoes should be locked up in the brake drums with the handbrake in the off position Any slackness that is in the cable from compensator to handbrake lever should be removed at the handbrake lever end TO BLEED HYDRAULIC SYSTEM Except for periodic inspection of the reser voir in the master cylinder no attention should be required If however a joint is uncoupled at any time or air has entered the system the system must be bled in order to expel the air which has been admitted Air is compressible and its presence in the system will affect the working of the brakes 393 9 BRAKES The method detailed hereafter is suitable only for the braking system the procedure to be adopted when bleeding the clutch is detail
13. firmly and press the shaft out of the drive end bracket When fitting the new armature support the inner journal of the ball bearing whilst pressing the armature shaft firmly home Field Coils Measure the resistance of the field coils without removing them from the generator yoke by means of an ohm meter connected between the field terminal and yoke The ohm meter should read 6 1 ohms approxi mately If an ohm meter is not available connect a 12 volt D C supply with an ammeter in series between the field terminal and gener ator yoke The ammeter reading should be approximately 2 amperes No reading on the ammeter or an infinite ohm meter reading indicates an open circuit in the field winding If the current reading is much more than 2 amperes or the ohm meter reading much below 6 1 ohms it is an indi cation that the insulation of one of the field coils has broken down In either case unless a substitute generator is available the field coils must be replaced To do this carry out the procedure outlined below using a wheel operated screwdriver G Drill out the rivet securing the field coil terminal block to the yoke and unsolder the field coil connections ii Remove the insulation piece which is provided to prevent the junction of the field coils contacting with the yoke ELECTRICAL EQUIPMENT iii Mark the yoke and pole shoes so that the latter can be fitted in their original positions iv Unsc
14. holder and clean its sides with fluffless 2l SPRING tuo 2 Fig 13 Checking Brush Gear b Fig 4 ELECTRICAL EQUIPMENT petrol moistened cloth Replace the brush in its original position Brushes which are worn must be replaced see Para 4 d i Check the tension of the brush springs using a spring scale The correct tension is 30 40 oz Fit new springs if the tension is low see Para 4 d i 14 Testing Brush Spring Tension The commutator must be clean and have a polished appearance If neces sary clean it by pressing a fine dry cloth against it while the starter is turned by applying a spanner to the squared extension of the shaft Access to the squared shaft is gained by removing the thimble shaped metal cover If the commutator is very dirty moisten the cloth with petrol Keep all electrical connections clean and tight any which may have become dirty must be cleaned and the contacting surfaces lightly smeared with petroleum jelly PERFORMANCE DATA Lock torque 17 Ib ft with 440 460 amps at 7 4 7 0 volts Torque at 1 000 r p m 8 lb ft with 250 270 amps at 9 4 9 0 volts Light running current 4 5 amps at 7 400 8 500 r p m 11 4 SERVICING a Testing in Position If the motor does not operate or fails to crank the engine when the starting button is used switch on the lamps and again use the starting button i The lamps dim and
15. SUITABLE PIPE CLIP SCRAP VIEW FROM FRONT OF CAR THICK 12 LONG Yo Y METAL TUBE amp 76 x 4 LONG SOLDERED OR BRAZED IN POSITION Illustration giving details of Battery Box Drain for modifying cars prior to Commission No T S 3288 d The bumper can now be lifted away from its support brackets and the four metal packings and the two centre bolts collected e Withdraw two bolts from each pair of support brackets and chassis frame to release the four brackets The two brackets on the steering column side have a secondary support from the lower steering column trunnion bracket bolt and it may be necessary to loosen this bolt before the bumper support brackets on that side can be removed TO FIT FRONT BUMPERS Whilst it is possible to build the bumper assembly on the bench and then fit it to the car as a unit it may be considered desirable to fit the support brackets to the chassis frame and then fit the bumper to the brackets The fitting procedure is the reverse of that for dismantling but the following points should be noted a That an additional support is fitted to the brackets on the steering column side This is a short plate with holes at each end One end is fitted under the head of the lower steering column trunnion bracket bolt and the other end under the head of the front bumper support bracket bolt b The four strips of moulding should be placed between the
16. and asbestos insulating washers are in good order Fit two joint washers one to each manifold flange followed by an asbestos insulating washer and a second joint washer Offer up and secure the rear carbur ettor to its mounting and secure with plain washers lock washers and nuts Ensure that the folding connection of the throttle spindle connecting rod will not foul the front carburettor when the latter is offered up to its position Attach and secure front carburettor to its mounting utilising plain and lock washers and nuts Connect the outer Bowden cable to the front jet lever link Connect the short link rod assembly to the throttle lever of the front carb urettor g The inner cable the throttle rods and jet levers are left disconnected until after the carburettors have been tuned See page 23 371 edil b c d f 7 Pi FUEL SYSTEM S SSS LNA SHOULDER FIG 8B S SSS T The shoulder of the needle should be flush with the under face of the piston Two types of shoulder are in use and the correct datum point for each is shown LA E A 7 4 MJ D 9 T LE AN LLLLLLL S JAN al SQV ALL CH FN LEN sh en Fo ree AUI e ua A 6655 27 e 28 MEN N Si pu 372 FIG 8A FIG 8 Sectional view o
17. by turning the centre rod of the plunger anti clockwise to increase or clockwise to decrease the interference f Lock the centre rod with the lock nut in the head of the plunger AC FUEL PUMP TYPE UE Description Fig 3 The AC fuel pump type UE is operated mechanically from an eccentric H on the engine camshaft G The ilustration gives a sectional view of the pump the method of operation is as follows As the engine camshaft G revolves the cam H lifts pump rocker arm D pivoted at E which pulls the pull rod F together with the diaphragm A downward against spring pressure C thus creating a vacuum in the pump chamber M Petrol is drawn from the tank and enters at J into sediment chamber K through filter gauze L suction valve N into the pump chamber M On the return stroke the spring pressure C pushes the dia phragm A upwards forcing petrol from the pump chamber M through the delvery valve O and outlet P to the carburettor 363 Fig 3 Y A C D E F G H J K L M FUEL SYSTEM Hand priming lever When the carburettor float chambers are full the float will rise and shut the needle valve thus preventing any flow of petrol from the pump chamber M This will hold diaphragm A downward against spring pressure C and it will remain in this position until the carburettors requires further petrol and the needle valve opens The rocker arm D operat
18. contact edges of the over riders and the bumper bar TO REMOVE REAR OVER RIDERS AND BRACKETS a Release the over riders by loosening oe nuts and then slide the over riders b Hold the head of the lower attachment bolt under the car and remove the nut lock and plain washer and bolt c Hold the nut of the upper attachment bolt and withdraw bolt through the distance piece and support bracket Collect the nut and plain washer and remove distance piece from of car TO FIT REAR OVER RIDERS a Attach the support bracket to the chassis frame first at its bottom point by feeding the attachment bolt through the chassis frame into the bracket and attaching a plain and lock washer but leave th loose at this juncture 343 NI 9 BODY b Position the distance piece in the car body Feed the bolt through the support bracket and a plain washer and thence into the distance piece follow ing with a second plain washer and then secure with a nut c The lower attachment can now be tightened d The over rider attachment bolts are positioned in the brackets together with the plain and lock washers and nuts The over rider has a key hole shaped aperture to accommodate the head of the attachment bolt the nut of which is tightened when the over rider is in position TO REMOVE FRONT WING a Jack up the car and remove the appro priate road wheel b Withdraw the six bolts securing
19. demister pipe Y shaped air duct 4 and install into the alloy elbow piece 5 fitted in No 11 on the heater unit Fig 14 Thelonger length of hose should be attached to the L H side demister nozzle and the shorter to the R H side demister nozzle Fig 14 Heater Unit in assembled position 394 14 16 17 18 19 20 To complete the electrical circuit connect the nipple on the free end of the cable attached to the control switch into a snap connecter 11 on the feed wire 10 already attached to the heater unit The earth wire 9 from the heater unit should then be secured to the L H dash bracket by one of its forward screws Replace the trimmed glove box casing Replenish cooling system ensuring that the heater tap 28 is turned on and the cooling system drain taps are turned off Reconnect detached battery lead If when the engine is warm the heater and demister nozzles still blow cold air it is probably due to air in the water system To overcome this it will be necessary to slacken off the water pipes one at a time from their connecters working in the direc tion of circulation increasing the revo lutions of the engine occasionally to help circulate the water This operation should be carried out with the radiator filler cap removed Fig 15 Showing position of Delivery and Return water pipes NOTE The Heater Kit for this Model is supplied under Part No 551877 and a co
20. fairly thin grease Duckham s H B B or its equivalent which will work down into the bush when the horn is blown iv Push rod too slack causing rattle when the horn is blown This will be due to the push rod having run dry of grease with consequent excessive wear A new push rod must be fitted If due to wear of the bush the new push rod is also slack no repair is possible and the horn must be replaced v Armature fouling base plate There should be a clearance of approximately 020 between the armature and the base plate If the armature touches the base plate at any point slacken the six screws securing the base plate and move the armature until it is cen trally placed in the aperture It is advisable to fit shims round the armature to hold it central while the securing screws are tightened c Both Horns Fail to Operate Examine the fuse protecting the horn circuit If it has blown examine the wiring and horns for evidence of a short circuit Renew any damaged 31 d leads covering them with extra pro tective sleeving if necessary and fit a new fuse into position If the fuse still blows it is possible that the adjustment of one or both horns is badly out and that as a result the current consumption is very greatly increased One Horn Fails to Operate Disconnect one lead from the terminal block of the second horn taking care that it is not allowed to touch any part of the car Remo
21. fitted but left loose at this juncture The float chamber is now attached to the carburettor body by the float chamber attachment bolt Two large bore fibre washers with a brass washer between are positioned between the bolt head and the float chamber and a small bore washer between the float chamber and the carburettor body With the washers so placed the float chamber is attached to the carb urettor body the attachment bolt is left loose at this juncture Looking at the intake end of the carburettor body remove the right hand suction chamber securing screw left loose in operation s With a shakeproof washer under its head feed the bolt through the float chamber steady bracket and replace to secure suction chamber The three screws can now be fully tightened the cap nut is however still left loose The cap nut of the cover is tightened to secure the splash overflow pipe for tuning purposes when fitted to the car Attach the jet lever return spring to the position provided betweeen jet assembly and float chamber The jet and jet needle are now central ised See page 19 w The damper assembly is fitted to the suction chamber dry The oil reservior is not filled until the carburettors are fitted to the car FUEL SYSTEM x Select the jet lever of the front carb urettor identified by having two holes at the extremity of the longer arm This is attached to the jet assembly by a clevis pin and split pin positi
22. from inside the engine compartment and the return spring is attached to the lever shank The long link rod assembly is attached to the lever assembly by a nut and spring washer f Adjust pedal limit stop screw b c d e TO REMOVE ACCELERATOR PEDAL L H S Fig 7 a Remove the nut from the rear attach ment of the long link rod assembly and withdraw end from lever assembly at the bulkhead Release the spring from the lever assembly Drift out the two mills pins adjacent to the left hand bearing Remove the two bolts and lockwashers securing the support bracket to the bulkhead b c d 369 Fig 7 1 2 3 4 5 6 7 8 9 Description R H S pedal assembly Fulcrum bracket Double coil washer Split pins Plain washers Attachment bolts Pedal limit stop bolt Jam nut Shaft bearing Bearing housings Self tapping screw Lever assembly Mills pin FUEL SYSTEM e Push the rod to the left of the car this will eject the accelerator pedal in to the interior of the car and also free the shaft from its right hand bearing On drawing the shaft to the 370 12 Description Lever return spring L H S pedal assembly Pedal shaft Connecting bush Mills pin Support bracket Lever assembly Double coil spring Mills pin Shaft bearing Bearing housings Self tapping screws right it can be freed from the left hand bearing f The b
23. heater kit ATTACHMENT DETAILS WASHERS AND BOLTS WASHER AND BOLT WASHERS amp WASHER AND SCREW WASHERS amp NUTS WASHERS AND BOLTS NUT WASHER Ee AND BOLT Fig 1 BODY PACKINGS THICK PAD ALUM PKG I THIN PAD PLATE ON l l d STRIP e 1 PAD r f I LONG STRIP BOLTS E _ LAU X SQUARE PACKINGS h I STRIP WITH HOLE mec SQUARE PACKINGS BOLTS fo jc STRUT 24 Body Mounting Points For clarification the attachment details and packing are shown on one side only t BODY MOUNTING POINTS Fig 1 a b c d e f Point at front of chassis Two pads at each side Upper points in side brace An aluminium block sandwiched between a thick and thin pad each side Lower points in side brace Aluminium block with pads either side each side Along chassis side member and along side brace for approximately 2 inches One strip laid each side On cruciform adjacent to clutch bell housing Two pads at each side Along front cruciform member One strip each side TOP OF BODY g Front outrigger brackets Four square pads each side h Along rear crucifotm member One strip with hole each side Rear outrigger brackets Four square pads each side Rear of rear wheel chassis frame A metal stay secured to wing and chassis frame bra
24. into the line whilst bleeding the brake system thereby ensuring a charge of fresh fluid being de livered at each stroke of the brake pedal and a complete purge of air from the system During normal operation fluid returning under pressure and assisted by the brake shoe pull off springs lifts the valve off its seat thereby permitting fluid to return to the master cylinder and the brake shoes to the off position There is no check valve fitted in the bore connected to the clutch this precludes the risk of residual line pressure which would tend to engage the clutch or keep the ball release bearing in contact with the release levers The by pass ports which break into each bore ensure that the systems are maintained full of fluid at all times and allow full compensation for expansion and contraction of fluid due to change of temperature They also serve to release additional fluid drawn into the cylinder through the small holes in the piston after a brake or clutch application If this additional fluid is not released to the reservoir due to the by pass port being covered by the main cup as a result of incorrect pedal adjustment or to the hole being choked by foreign matter pressure will build up in the systems and the brakes will drag or the clutch tend to disengage 19 TO REMOVE MASTER CYLINDER 20 a Drain hydraulic system of operating fluid b Remove the square panel under the dash which forms th
25. lacquer If neither oven nor hot air blast is available the component can be left undisturbed in a warm atmosphere for 24 hours Although reasonable sealing will be obtained by the instructions con tained in this paragraph the proper heat treatment at the higher temperature will provide the best possible water proofing ADJUSTMENT OF SIDE CURTAINS An aluminium wedge with two tapped holes is attached to each side screen support stay by a single screw which fits in slotted apertures providing the adjustment Itis by moving these wedges up or down the support stays that adjustment is obtained When adjustments have been completed ensure that the press studs of the curtain align with those on the door panel and the support stays are secured in their sockets by knurled screws TO PREPARE CAR FOR FIBRE GLASS HARD TOP CANOPY a Remove hood and fittings as described on page 8 b Withdraw the screws securing the three cappings to the rear elbow rail and the fixing screw of the front petrol tank trim Protect the exterior of the car adjacent to the elbow rail with masking tape c Remove the millboard from the rear of the petrol tank by withdrawing the screws d Assemble the windscreen bracket and bridge pieces to the canopy e Position canopy on the windscreen and elbow rail of the car windscreen first Mark the position of the wind screen bracket holes on the flange f Remove the canopy from the car a
26. only a good quality MOVING COIL VOLT METER 0 20 volts is used when checking the regulator The electrical setting can be checked without removing the cover from the control box Withdraw the cables from ter minals A and Al at the control box and connect these cables together Fig 29 Cut out and Regulator Assembly Connect the negative lead of the voltmeter to control box terminal D and connect the other lead to terminal E Slowly increase the speed of the engine until the voltmeter needle flicks and then steadies This should occur at a voltmeter read ing between the appropriate limits Para 2 according to 326 If the voltage at which the reading becomes steady occurs outside these limits the regulator must be adjusted ARMATURE FIXING SCREWS REGULATOR FRAME FIXED CONTACT 0 006 0 017 WITH ARMATURE PRESSED TO CORE Fig 30 Mechanical Setting of Regulator Shut off the engine and remove the control box cover Release locknut A see Fig 29 of adjusting screw B and turn the screw in a clockwise direction to raise the setting or in an anti clockwise direction to lower the setting Turn the screw only a fraction of a turn at a time and then tighten the locknut Repeat as above until the correct setting is obtained Adjustment of regulator open circuit voltage should be com pleted within 30 seconds other wise heating of the shunt winding will cause false settings to be ma
27. pitted contact breaker points or other ignition defects Loss of compression of one or more cylinders Incorrect plug gaps Oily or dirty plugs Sticking valves Badly worn inlet valve guides Defective fuel pump or chocked fuel filter Leakage at joint between carburettors and induction manifold or between induction manifold flanges and cylinder head If these defects are not present to a degree which is thought accountable for unsatis factory engine performance the carburettor should be investigated for the following possible faults a Pistons Sticking Fig 8 The symptoms are stalling and a refusal to run slowly or lack of power and heavy fuel consumption The piston 3 is designed to lift the jet needle 6 by the depression trans ferred to the top side from the passage facing the butterfly This depression overcomes the weight of the piston and spring 8 The piston should move freely over its entire range and rest on the bridge pieces 28 when the engine is not running This should be checked by gently lifting the piston with a small screw driver and any tendency for binding generally indicates one of the following faults t i The damper rod may be bent causing binding and this can be checked by its removal If the piston is now free the damper rod should be straightened and refitted b c FUEL SYSTEM ii The piston is meant to be a fine clearance fit at its outer
28. quantity of fuel corresponding to any given position of the piston and hence to a given air flow The piston under the influence of its own weight and assisted by the light compression spring 8 will tend to occupy its lowest position two slight protuberences on its lower face contacting the bottom surface of the main air passage adjacent to the jet The surface in this region is raised some what above the general level of the main bore of the carburettor and is referred to as the bridge 28 Levitation of the piston isachievedby means of the induction depression which takes effect within the suction chamber and thus upon the upper surface of the enlarged portion of the piston through drillings in the lower part of the piston which make communication between this region and that lying between the piston and the throttle The annular space beneath the enlarged portion of the piston is completely vented to atmosphere by ducts not indicated in the diagram It will be appreciated that since the weight of the piston assembly is constant and the augmenting load of the spring 8 approxi mately so a substantially constant degree of depression will prevail within the suction chamber and consequently in the region between the piston and the throttle for any given degree of lift of the piston between the extremities of its travel 374 16 It will be clear that this floating condition of the piston will be stable for any gi
29. retaining ring C from inside the end of the pinion and barrel assembly D and then withdraw the pinion and barrel assembly Take out the peg E securing the locating nut F to the shaft hold the squared starter shaft extension at the commutator end by means of a spanner and unscrew the locating nut Withdraw the friction washer re straining spring H Slide the sleeve J and control nut K off the splined shaft Finally remove coupling plate L friction washer M and rubber unit assembly N NOTE On some models the locating nut is secured by caulking the nut into the keyway provided in the shaft and therefore no peg E is fitted When re assembling it will be necessary to fit a new locating nut RE ASSEMBLY The re assembly of the drive is a reversal of the dismantling procedure S DISTRIBUTOR Model DM2 GENERAL Mounted on the distributor driving shaft immediately beneath the contact breaker is a centrifugally operated timing control mechanism It consists of a pair of spring loaded governor weights linked by lever action to the contact breaker cam Under I 17 the centrifugal force imparted by in creasing engine speed the governor weights swing out against the spring pressure to advance the contact breaker cam and thereby the spark to suit engine con ditions at the greater speed A built in vacuum operated timing control is also included designed to give additional advan
30. shown in Fig 9 It will be seen that a connecting rod 32 conveys movement from the jet lever 23 to a lever 31 pivoted on the side of the main body casting Movement of the jet lever in the direction of enrichment is thus accompanied by an upward movement of the extremity of the lever 31 which in turn abuts against the adjustable screw 30 and this opens the throttle to a greater degree than the normal slow running setting controlled by the slow running stop screw 2 The screw 30 should be so adjusted that it is just out of contact with the lever 31 when the jet has been raised to its normal running position and the throttle is shut back to its normal idling condition as determined by the screw 2 EFFECT OF ALTITUDE AND CLIMATIC EXTREMES ON STANDARD TUNING The standard tuning employs a jet needle which is broadly suitable for temperate climates at sea level upwards to approxi mately 3 000 ft Above this altitude it may be necessary depending on the addi tional factors of exteme climatic heat and humidity to use a weaker tuning than standard The factors of altitude extreme climatic heat each tend to demand a weaker tuning and a combination of any of these factors would naturally emphasise this demand This is a situation which cannot be met by a hard and fast factory recom mendation owing to the wide variations in the condition existing and in such cases the owner will need to experiment with altern
31. the electrolyte level reaches the bottom of the central tube and prevents further escape of air displaced by the topping up water Lift the tube slightly and allow the small amount of visible water in the filling hole to drain into the cell WARNING Do not repeat these operations The acid level will be correct and the rubber plugs can be refitted Volume of electrolyte required to Initial Normal Charging Recharge Current Current one cel Amps Amps 3 Pint GTW9A 2 GT9A 2 GTZ9A 2 b Specific Gravity of Electrolyte 1 Pint MI The specific gravity of the electrolyte varies with the temperature therefore for con venience in comparing specific gravities this is always corrected to 60 F which is adopted as a reference temperature The method of correction is as follows For every 5 F beolw 60 F deduct 002 from the observed reading to obtain the true specific gravity at 60 F For every 5 F above 60 F add 002 to the observed reading to obtain the true specific gravity at 60 F The temperature must be that indicated by a thermometer actually immersed in the electrolyte and not the air temperature Home Trade and Climates ordinarily below 90 F 32 C Specific Gravity of Acid corrected to 60 F Fully Charged 1 270 1 270 1 290 1 210 1 210 1 230 301 Climates frequently over 90 F 32 C Specific Gravity of Acid corrected to 60
32. the locking nut Check the current consump tion of the horn if the current is incorrect make further very fine adjustments to the contact break er turning the adjusting screw in a clockwise direction in order to decrease the current and vice versa Adjust the other horn in a similar manner b Internal Faults If the note cannot be improved by adjustment of the contact breaker examine the movement for the follow ing faults i Contacts badly worn so that correct adjustment is impossible A new set of contacts 7 e moving contact and spring and fixed contact and adjusting screw must be fitted and the horn adjusted as described above ii Faulty resistance To prevent excessive sparking as the horn contacts separate a carbon resist ance is connected across the horn coil The correct resistance valve is 8 ohms On model WT618 horns the contact breaker ter minal block is manufactured from a resistance material and this serves as the spark suppressing resistance If the resistance be comes open circuited the horn note will become rough and fierce sparking will occur as the horn contacts separate ELECTRICAL EQUIPMENT iii Steel push rod stiff or jammed in its bush Remove the contact breaker spring and work the push rod up and down to ease it If necessary clean the rod and bush with petrol to remove any ac cumulations of dirt or grease The exposed portion of the rod should be smeared with a
33. the shaft which is to fit in the bearing 315 ELECTRICAL EQUIPMENT Porous bronze bushes must not be opened out after fitting or the porosity of the bush may be impaired NOTE Before fitting a new porous bronze bearing bush it should be completely immersed for 24 hours in clean thin engine oil In cases of extreme urgency this period may be shortened by heating the oil to 100 C for 2 hours then allow ing to cool before removing the bearing bush e Re assembly This is in the main a reversal of the procedure given in Para 4 c for dismantling Commutator end bracket replacement The starting motor is designed for clockwise rotation indicated by the arrow on the yoke Press out the through bolt indentations marked on the replacement bracket Press the locating dowel into the appropriate hole marked C Insert the through bolts into the holes made in the bracket and tighten the bracket to the yoke STARTING MOTOR DRIVE I GENERAL The drive embodies a combination of rubber torsion member and friction clutch in order to control the torque transmitted from the starter to the engine flywheel and to dissipate the energy in the rotating armature of the starter at the moment when the pinion engages with the flywheel It also embodies an overload release mechanism which functions in the event of extreme stress such as may occur in the event of a very heavy backfire or if the starter is in
34. to the shaft by a mills pin supporting bush and shaft with a small anvil From inside the car feed the accelerator pedal into the bush and similarly secure with a mills pin g Couple up long carburettor link rod and secure with nut and lock washer b c d e f TO REMOVE CARBURETTOR FROM MANIFOLD a Remove air cleaners as described on page 9 b Disconnect petrol supply pipe taking care not to damage the conical filter 13 35 and spring situated in the top of each float chamber body Withdraw the split pin from the clevis pin at the rear end of the mixture control link and remove clevis pin Disconnect the throttle spindle at the rear folded coupling by loosening the clamping bolt By removing the two nuts at the mounting flange of the rear carb urettor it can be removed from the manifold together with an asbestos insulating washer and two packings Disconnect the Bowden inner cable from the swivel pin of the jet lever and the outer cable from the front jet lever link by loosening a clamp bolt Remove the nut and lock washer of the short link rod assembly and disconnect the control linkage from the carb urettor throttle lever Remove the two nuts securing the carburettor to the manifoid and remove carburettor together with the asbestos insulating washer and two packings 4 f g h TO FIT CARBURETTORS TO MANIFOLD a Ensure that the joint washers
35. union nut securing the flexible hose to the tap and withdraw its rigid end together with olive and union nut c Remove hose from the pump by turn ing the entire length of the hose TO FIT FLEXIBLE PETROL FEED HOSE Do not attempt to twist the hose without allowing its entire length to turn a Attach the hose to the petrol pump and secure to make a petrol tight joint b To the rigid end feed on the union nut and the olive c Position this rigid end in the petrol stop tap so that it reaches the bottom of its bore Secure with union nut the tightening of the union nut seat the olive and make a petrol tight joint Open petrol tap and using hand primer on the petrol pump prime the system to ensure carburettor float chambers are full e Start engine and run for a little while observing the connections for leaks IO 12 REMEDY Reconnect wires Connect case or fix to earth Replace cable Reconnect PETROL STOP TAP Description The tap fitted at the end of the rigid petrol line is secured to the chassis by a special welded fork bracket to the L H side chassis frame brace It is an Ewarts pull and push type which can be locked in the position by turning the plunger head in an anti clockwise direction approximately i of a turn The purpose of this tap is to facilitate the disconnection of the petrol pipe at the pump without first draining the petrol tank as t
36. 14 to 0 016 Contact breaker spring tension meas ured at contacts 20 24 ozs Capacitor 0 2 microfarad Rotation Anti clockwise Checking Automatic timing control i Advance due to centrifugal con trol Set to spark at zero degrees at minimum r p m Run distributor at 2 700 r p m Advance should lie between 13 and 15 Check advance at following de celerating speeds Speed Advance r p m degrees 2 000 121 144 750 81 101 600 64 9 200 0 2 Part No s of auto advance springs 421218 421219 ii Advance due to vacuum control Apply a vacuum of 18 of mercury Advance to lie between 6 and 8 Check advance at the following points as the vacuum is reduced Vacuum Advance in hg degrees 91 5 7 4i No advance below 2 of mercury 19 4 SERVICING Before starting to test make sure that the battery is not fully discharged as this will often produce the same symptoms as a fault in the ignition circuit a Testing in Position to Locate Cause of Uneven Firing Run the engine at a fairly fast idling speed If possible short circuit each plug in turn with the blade of an insulated screwdriver or a hammer head placed across the terminal to contact the cylinder head Short circuiting the plug in the defective cylinder will cause no noticeable change in the running note On the others however there will be a pronounced increase in roughness If
37. 2 a The specific gravity of the filling electrolyte depends on the climate in which the battery is to be used If the temperature of the battery and its surroundings will not normally rise above 90 F 32 C electrolyte of specific gravity 1 270 is required El ectrolyte of this specific gravity is prepared by adding 1 part by volume of 1 835 specific gravity sulphuric acid to 2 8 parts of distilled water On the other hand in tropical climates where the temperature may frequently rise above 90 F the electrolyte should be of specific gravity 1 210 and is prepared by adding 1 part of 1 835 acid to 4 parts of distilled water N B All specific gravity figures are given for an electrolyte temperature of 60 F which is adopted as a reference temperature Hydrometer readings taken at other temperatures can be corrected to this reference temperature as follows For every 5 F BELOW 60 F DEDUCT 002 from the observed reading to obtain true reading at 60 F For every 5 F ABOVE 60 F ADD 002 to the observed reading to obtain true reading at 60 F Heat is produced by the mixture of acid and water and the electrolyte should be allowed to cool before pouring it into the battery ELECTRICAL EQUIPMENT b Filling the Cells Remove the seals from the cell filling holes and fill each cell with correct specific gravity electrolyte to the top of the separators IN ONE OPERA TION The temperature of the f
38. 30 0 034 by carefully bending the stop plate arm Re move the gauge and tighten the screw securing the fixed contact Insert a 0 025 gauge between the core face and the armature Press the armature down on to the gauge The gap between the con tacts should now measure 0 002 to 0 006 and the drop off voltage should be between the limits given in Para 2 b If necessary adjust the gap by carefully bending the fixed contact bracket iii Cleaning Contacts If the cut out contacts appear rough or burnt place a strip of fine glass paper between the con tacts then with the contacts closed by hand draw the paper through This should be done two or three times with the rough side towards each contact Wipe away all dust or other foreign matter using a clean fluffless cloth moistened with methylated spirits de natured alcohol Do not se emery cloth or a car borundt cleaning cut out contacts WINDSCREEN WIPER CRT15 GENERAL Normally the windscreen wiper will not require any servicing apart from the oc casional renewal of the rubber blades In the event of irregular working first check for loose connections chafed insulation discharged battery etc before removing the gearbox or commutator covers CONNECTIN LINK CROSSHEAD CABLE FERRULE Fig 32 Sectioned View of Windscreen Wiper Motor with Gearbox Cover removed a To Detach the Cable Rack from the Motor and Gearbox Remo
39. DL AM WHITE WITH BROWN 57 WHITE WITH BLACK MI m SPEEDOMETER REV COUNTER PANEL PANEL TIGHTS LIGHTS 00 1 OA f UO STARTER PUSH GENERATOR MAIN BEAM WARNING LIGHT GREEN GREEN WITH RED GREEN WITH PURPLE GREEN WITH BROWN GREEN WITH BLACK YELLOW YELLOW WITH RED YELLOW WITH BLUE LIGHTING SWITCH GREEN WITH YELLOW IGNITION CONTROL BOX GREEN WITH BLUE SWITCH 36 EOS GREEN WITH WHITE 0124 MOAN S Slaowvasien SD UNES 57 YELLOW WITH WHITE HL E YELLOW WITH GREEN c MN Luc YELLOW WITH PURPLE nonce 1 i3 VOLT YELLOW WITH BROWN BATTERY YELLOW WITH BLACK SOLENOID BROWN STARTER BROWN WITH RED SWITCH BROWN WITH YELLOW BROWN WITH BLUB L3 BROWN WITH WHITE BROWN WITH GREEN 3 BROWN WITH PURPLE BROWN WITH BLACK RED RED WITH YELLOW RED WITH BLUE RED WITH WHITE RED WITH GREEN RED WITH PURPLE RED WITH BROWN RED WITH BLACK PURPLE PURPLE WITH RED PURPLE WITH YELLOW PURPLE WITH BLUE PURPLE WITH WHITE PURPLE WITH GREEN PURPLE WITH BROWN PURPLE WITH BLACK BLACK BLACK WITH RED BLACK WITH YELLOW BLACK WITH BLUE BLACK WITH WHITE BLACK WITH GREEN BLACK WITH PURPLE BLACK WITH BROWN DARK GREEN LIGHT GREEN 160 WOLY 321 v DIRECTION INDICATOR FLASHER HORN PUSH amp DIRECTION M INDICATOR SWITCH DIPPER SWITCH STARTER SNAP CONNECTORS 7
40. ELECTRICAL EQUIPMENT BATTERIES Some earlier batteries incorporated correct Models GTW7A 2 GTWO9A 2 GT9A 2 and acid level devices for ease of topping up GTZ9A 2 These consist of a central plastic tube with 1 ROUTINE MAINTENANCE a perforated flange one being located in 2 Every 1 000 miles or monthly weekly in hot climates examine the level of the electrolyte in the cells and if necessary add distilled water to bring the level up to the top of the separators convenient method of adding the distilled water is by means of the Lucas Battery Filler a device which automatically ensures that the correct level is attained The action of resting the nozzle of the battery filler on the separators opens a valve and allows distilled water to flow into the cell this being indicated by air bubbles rising in the filler When the correct level has been reached air bubbles cease and the battery filler can then be withdrawn from the cell A special non spill nozzle prevents leakage from the filler SERVICE DATA a Capacity and Charging Rates No of Plates in each cell GTW7A 2 Ampere hour capacity at 10 hour rate at 20 hour rate each cell filler hole The method of topping up is as follows Pour distilled water into the perforated flange not down the central tube of the correct acid level device until no more water will enter the cell and the water begins to rise in the filling hole This will happen when
41. ENT 6 a Apply the brakes hard while the car is stationary to position the shoes centr ally in the brake drum then release brake b Jack up front of car remove nave plates and road wheels c Rotate hub until hole provided in brake drum coincides with screw driver slot in micram adjuster Insert screwdriver in slot and turn the adjuster until brake shoes contact the drum then turn adjuster back one notch e Repeat operations c and d with second micram adjuster f Repeat operations c d and e with second wheel g Replace wheels and nave plates Lower car to ground and remove jacks h Road test car in a quiet thoroughfare d NY REAR BRAKE SHOE ADJUSTMENT a Chock front wheels and release hand brake Apply brakes hard to position brake shoes centrally in drums and release b Jack up rear of car remove nave plate and road wheels c Rotate hub until hole provided in the brake drum coincides with screwdriver slot in micram adjuster 7 8 d Insert screwdriver in slot and turn the adjuster until brake shoes contact brake drums then turn adjuster cam back one notch e Repeat operations c and d with second wheel f Replace road wheels and nave plates Lower car to ground and remove jack g Road test car in a quiet thoroughfare HANDBRAKE ADJUSTMENT Adjustment of the brakes shoes already described automatically readjusts the hand brake mechanism
42. Each front wheel cylinder consists of a body formed with a blind bore to accommodate a piston a rubber cup mounted in a cup filler is loaded upon the piston by a spring which is located in the recess formed in the cup filler TO REMOVE FRONT WHEEL CYLINDERS a Jack up car drain off hydraulic fluid remove nave plate wheel and brake drum b Pull one of the brake shoes against the load of the pull off springs away from its abutment on the wheel cylinders Slide the micram mask off the piston cover of the operating piston On releasing the tension of the pull off springs the opposite brake shoe will fall away Remove the flexible hose as described on page 5 c d Unscrew the bridge pipe tube nuts from the wheel cylinders and remove the bridge pipe Remove the fixing bolts and lock washers to withdraw wheel cylinders from back plate e NOTATION FOR Fig 5 Ref Z I Ut i US BO Front brake plate Wheel cylinder Wheel cylinder body Spring in body Cup filler Cup Piston assembly Rubber seal Wheel cylinder attachment bolt Lock washer Bleed screw Bridge pipe Brake shoe assembly Micram adjuster Micram adjuster mask Brake shoe pull off spring Hub grease catcher Brake drum
43. F ELECTRICAL EQUIPMENT c Maximum Permissible Electrolyte Temperature During Charge Climates normally below 80 F 27 C 100 38 Climates between 80 100 27 38 C Topping up Battery N B Never use a naked light when examin ing a battery as the mixture of oxygen and hydrogen given off by the battery when on charge and to a lesser extent when standing idle can be dangerously explosive Examine the terminals and if necessary clean them and coat them with petroleum jelly Wipe away any foreign matter or moisture from the top of the battery and ensure that the connections and the fixings are clean and tight SERVICING a Battery Persists in Low State of Charge First consider the conditions under which the battery is used If the bat tery is subjected to long periods of discharge without suitable opportuni ties for re charging a low state of charge can be expected A fault in the dynamo or regulator or neglect of the battery during a period of low or zero mileage may also be responsible for the trouble Vent Plugs See that the ventilating holes in each vent plug are clear Level of Electrolyte The surface of the electrolyte should be level with the tops of the separators If necessary top up with distilled water Any loss of acid from spilling or spraying as opposed to the normal loss of water by evaporation should be made good by dilute acid of
44. GM SHOULD BE IN THIS POSITION Fig 6 i 9 ENGINE MOUNTING Pd FLANGE Fitting the Diaphragm to the Pump Body The upper and lower bodies are secured with six bolts and lock washers in such a manner that the sediment chamber 6 is on the opposite side to the diaphragm tab or in accordance with the file marks Position the gauze filter 2 in its housing followed by the cork seal 4 and the glass sediment bowl 6 The wire cage 9 is attached and the thumb nut is tightened sufficiently to effect a petrol tight seal Overtightening of this seal 4 will only harden the seal and destroy its properties 24 25 FUEL SYSTEM INSPECTION OF PARTS For Notation see Fig 5 Firstly all parts must be thoroughly cleaned to ascertain their condition Wash all parts in the locality of the valves in a clean paraffin bath separate from that employed for the other and dirtier components Diaphragm and pull rod assemblies should normally be replaced unless in entirely sound condition without any signs of cracks or hardening Upper and lower castings should be examined for cracks or damage and if diaphragm or engine mounting flanges are distorted these should be lapped to restore their flatness All badly worn parts should be replaced and very little wear should be tolerated on rocker arm pins 26 the holes and engage ment slot in links 22 holes in rocker arm 23 On the working surfac
45. HER CORRUGATED WASHER Exploded View of Drive End Bearing v Locate the bearing in the housing and press it home On earlier models the outer journal should be pressed home by means of a hand press vi Fit the bearing retaining plate Insert the new rivets from the inside of the end bracket and open the rivets by means of a punch to secure the plate rigidly in position Re assembly In the main the re assembly of the generator is a reversal of the operations described in Para 4 b After re assembly lubricate the commutator end bearing referring to Para 2 a for the correct procedure 10 STARTING MOTOR MODEL M418G Outboard Drive GENERAL The electric starting motor is a series parallel connected four pole four brush machine having an extended shaft which carries the engine engagement gear or starter drive as it is more usually named The diameter of the yoke is 41 The starting motor is of similar construction to the generator except that heavier copper wire is used in the construction of the armature and field coils ROUTINE MAINTENANCE About every 12 000 miles take the cover band off the starting motor and carry out the following procedure Internal Connections of the Starting Motor Fig 12 a Check that the brushes move freely in their holders by holding back the brush springs and pulling gently on the flexible connectors If movement is sluggish remove the brush from its
46. Pieces in position on Elbow Rail Channel Reposition the canopy on the car and secure to the windscreen brackets Secure at the rear setting the bridge pieces so that the bolts enter them correctly and obviating any possibility of cross threading Remove canopy rear end first Pencil on the body protection tape lines which correspond to the threaded centres of the bridge pieces Position the cappings and transfer the markings on the body On removing the capping drill a 3 dia hole on each line to align with the tapping of the bridge piece Fit the petrol tank trim in the rear luggage compartment Remove pro tecting tape from the body of the car m Fit the screw securing the front petrol tank trim and secure the three cappings to the elbow rail Fit four counter sunk screws and chromium washers two each side in the holes previously accommodating the hood bracket screws Select the three norrow protection caps and position these on the rear cappings aligning the apertures with the threaded centres of the bridge pieces the 2 dia holes may need elongating to permit this adjustment Drill the cappings through the protec tion caps Secure with two screws each The two larger caps are fitted similarly to the side elbow rails Fig 6 350 Fig 6 Protection Plates in position on R H and Centre Cappings 33 TO FIT FIBREGLASS HARD TOP CANOPY a The canopy is positioned on the car and secured to th
47. S REL MAND SUPPORTING BLOCK Fig 10 Method of fitting Porous Bronze Bearing Bush the same diameter as the shaft which is to fit in the bearing until the bearing is flush with the inner face of the bracket Earlier models fitted with screw cap type lubricators do not have a felt ring or aluminium disc in the bearing housing ii Porous bronze bushes must not be opened out after fitting or the porosity of the bush may be impaired Before fitting the new bearing bush it should be allowed to stand for 24 hours completely immersed in thin engine oil this will allow the pores of the bush to 309 BEARING BEARING RETAINING PLATE Fig II g 310 ELECTRICAL EQUIPMENT be filled with lubricant In cases of extreme urgency this period may be shortened by heating the oil to 100 C for 2 hours then allowing to cool before removing the bear ing bush The ball bearing at the driving end is replaced as follows i Drill out the rivets which secure the bearing retaining plate to the end bracket and remove the plate ii Press the bearing out of the end bracket and remove the corrugated washer felt washer and oil retain ing washer iii Before fitting the replacement bearing see that it is clean and pack it with high melting point grease iv Place the oil retaining washer felt washer and corrugated washer in the bearing housing in the end bracket OIL RETAINING WAS
48. Similar treatment should also be ap plied to the needle seating which can conviently be cleaned by means of a matchstick dipped in alcohol Persistent trouble of this nature can only be cured properly by complete mechanical cleansing of the tank and fuel system If the engine is found to suffer from a serious lack of power which becomes evident at higher speeds and loads this is probably due to an inadequately sustained fuel supply and the fuel pump should be investigated for inadequate delivery and any filters in the system inspected and cleansed 383 FUEL SYSTEM g Sticking Jet Should the jet and its operating mech anism become unduly resistant to the action of lowering and raising by means of the enrichment mechanism the jet should be lowered to its fullest extent and the lower part thus exposed should be smeared with petroleum jelly or 384 26 similar lubricant Oil should be applied to the various linkage pins in the mechanism and the jet raised and lowered several times in order to promote the passage of the lubricant upwards between the jet and its sur rounding parts ctio SPECIALISED TOOLS SPECIALISED TOOLS POLICY Considerable time and care has been taken in the preparation of specialised tools for servicing our Models as it is realised that efficient servicing is not possible without the correct tools and equipment Messrs V L Churchill amp Co Ltd have designed an
49. URE FIXED TENSION SECURING CONTACT of the armature tension spring SPRING SCREWS ADJUSTMENT SCREW Slacken the two armature assem VOLTAGE ADJUSTING ARMATURE n bly securing screws Using a 0 015 thick feeler gauge wide enough to cover completely the core face insert the gauge between the armature and core shim taking care not to turn up or damage the edge of the shim SCREW LANIN Press the armature squarely down against the gauge and re Fig 38 Regulator Air gap Settings tighten the two armature assembly lower the setting Turn the screw only a fraction of a turn at a time and then tighten the locknut Repeat as above until the correct setting is obtained Adjustment of regulator open securing screws With the gauge still in position screw the adjustable contact down until it just touches the armature contact Re tighten the locking nut Reset the voltage adjusting screw as described under Para 3 b i circuit voltage should be com pleted within 30 seconds other iii Cleaning Contacts of the shunt winding After long periods of service it Ww settings to be may be found necessary to clean the regulator contacts Clean the 336 FOLLOW THROUGH MIN ARMATURE TENSION SPRING Fig 39 ELECTRICAL EQUIPMENT contacts by means of fine car borundum stone or fine emery cloth Carefully wipe away all traces of dust or other fore
50. ace rubber grommet in wall of master cylinder pocket and the cover at the rear of the pocket f w DISMANTLE THE MASTER CYLINDER Fig 3 a Remove the circlip and rubber boot from the master cylinder body and withdraw them together with the push rod fork assembly b Remove the circlip and boot from the fork end assembly c Remove cover plate and joint washer from top of master cylinder body also remove filler cap 398 22 d Detach the boot fixing plate and joint washer e Withdraw pistons and washer By applying low air pressure to the by pass ports blow out the rubber cups Ner Tip out the springs and the check valve from the brake operating cylinder g h Remove the valve seat from the bottom A of the bore i Ease the cup out of the valve body and the secondary cups off the piston j Remove the adapter from the master cylinder body TO ASSEMBLE THE MASTER CYLINDER Fig 3 Ensure absolute cleanliness during the assembly of these components Assemble parts with a generous coating of clean Lockheed Brake Fluid a Fit the secondary cups to the pistons so that the lip of the cup faces the head of the piston Gently work the cup round the groove with the fingers to ensure that it is properly seated b Looking at the open piston bores of the master cylinder place a valve seal in the bottom of the left hand brake operating bore c Ease the rubber
51. actor Disc Wheels M 86 Rear Hub Extractor Knock on Wheels S 1321 Rear Hub Replacer both type Wheels S 125 Rear Hub Oil Seal Replacer M 29 Backlash Gauges M 4210 Used in conjunction with S 4221 press 1 Used with S 4221 frame and slave ring 388 Service Instruction Manual BRAKES 1 SECTION INDEX Page Page Notation for Figure sae 1 To dismantle 12 Description e 2 2 2 ou 2 To assemble 12 Routine maintenance 7 2 Rear Wheel Hydraulic Cylindes Dau ve re eom 3 escription 2 2 EAS Cox oom Notation for Figure D iue dum ume 13 Brake Adjustment To remove hie Mem 14 Front brake shoes 3 Tont au Xue ume 14 Rear brake shoes ama 3 To dismantle 14 Handbrake 3 To assemble 2 aes 14 To bleed the hydraulic system 3 To oo hydraulic pipe line from rear Leakage from master cylinder Bo D EE 15 Brake and clutch pedal do 4 To fit pipe line to rear axle 15 Adjusting brake pedal 2 4 Fitting replacement brake shoes 15 To remove and fit flexible hoses 5 Pedal Assembly Twin Bore Master Cylinder To remove cuu Ct Gus 15 Notation for Figure2 6 S 15 Description ects 7 Notation for Figure SS uw her 16 To remove
52. advertently meshed into a fly wheel rotating in the reverse direction When the starter is energised the torque is transmitted by two paths one via the outer sleeve of the rubber coupling and through the friction washer to the screwed sleeve while the other path is from the outer to the inner sleeve through the rubber and then directly to the screwed sleeve 316 16 2 The torque through the rubber limits the total torque which the drive transmits and since the rubber is bonded to the inner sleeve under overload conditions slipping will occur between the rubber bush and the outer sleeve of the coupling Slipping does not take place under normal engagement conditions when the rubber acts merely as a spring with a limiting relative twist on the two members of approximately 30 Under conditions of unduly severe overload which might cause damage to the drive or its mounting the rubber slips in its housing so that a definite upper limit is set to the torque transmitted and to the stresses which may occur ROUTINE MAINTENANCE If any difficulty is experienced with the starting motor not meshing correctly with the flywheel it may be that the drive requires cleaning The pinion should move freely on the screwed sleeve if there is any dirt or other foreign matter on the sleeve it must be washed off with paraffin In the event of the pinion becoming jammed in mesh with the flywheel it can usually be freed by t
53. am and remove the cam and cam foot The weights springs and toggles when fitted of the auto matic timing control can now be lifted off the action plate Note that a distance collar is fitted on the shaft underneath the action plate f Bearing Replacement The single long bearing bush used in this distributor can be pressed out of the shank by means of a shouldered mandrel If the bearing has been removed the distributor must be assembled with a new bush fitted The bush should be prepared for fitting by allowing it to stand completely immersed in medium 21 g viscosity S A E 30 40 engine oil tor at least 24 hours In cases of extreme urgency this period of soaking may be shortened by heating the oil to 100 C for two hours then allowing to cool before removing the bush Press the bearing into the shank using a shouldered polished mandrel of the same diameter as the shaft Under no circumstances should the bush be overbored by reamering or any other means since this will impair the porosity and thereby the effective lubricating quality of the bush Re assembly The following instructions assume that complete dismantling has been under taken i Place the distance collar over the shaft smear the shaft with Rago sine Molybdenised non creep oil or clean engine oil and fit it into its bearing Refit the vacuum unit into its housing and replace the springs milled adjusting nut and securing
54. amine the brushgear and and adjusted until the lock voltage check if there is any undue spark is the same as that given inPara 3 ing at the commutator or exces Take readings of current and sive brush movement torque at this value iv Fault Diagnosis An indication of the nature of the fault or faults may be deduced from the results of the no load and lock torque tests PROBABLE FAULT Assume motor to be in normal operating condition Speed torque and current consumption correct 312 ELECTRICAL EQUIPMENT iv Fault Diagnosis con d SYMPTOM PROBABLE FAULT High resistance in brushgear e g faulty Speed torque and current consumption low connections dirty or burned commutator causing bad brush contact Speed and torque low current consumption Tight or worn bearings bent shaft in high sufficient end play armature fouling a pole shoe or cracked spigot on drive end bracket Short circuited armature earthed armature or short circuited field coils Short circuited field coils Speed and current consumption high torque low Armature does not rotate no current con Open circuited armature or field coils If sumption j the commutator is badly burned there may be poor contact between brushes and com mutator Armature does not rotate high current consumption Earthed field winding Armature prevented mechan
55. anopy and carry it rearwards to effect its final removal TO REMOVE LUGGAGE BOOT LID Before dismantling the hinges and carriage locks should be marked as they are handed a The lid is opened and the two nuts and shakeproof washers removed from each hinge The right hand hinge also accommodates the boot lid stay rod The lid is now moved clear b The hinges can be removed by first removing the front trim of the luggage boot to gain access to their attachment nuts Two nuts and shakeproof washers are removed to withdraw each hinge The two carriage locks are removed by withdrawing the two fixing screws each These locks should be marked as they are handed The escutcheons are removed by withdrawing two screws from each e d 36 37 38 11 The centre lock is removed from the lid by first withdrawing the bolt securing the lock latch to the lock shaft and collectitig shake proof washer then removing the nut securing the lock barrel to the boot lid TO FIT LUGGAGE BOOT LID The fitting is the reversal of the removal but care should be taken over the following points a The hinges and carriage locks are handed and should be fitted to their appropriate sides The aperture rubber seal should be in good condition The drain pipes at the rearmost corners should also be inspected for condition It is a wise precaution to feed a thin wire through these pipes to ensure that the passage way is Cle
56. ar On replacing the lid to the hinges the attachment nuts should be loose at this juncture The lid should then be lowered into position to ascertain that it is central in its aperture The nuts are then fully tightened TO DISMANTLE SPARE WHEEL LID a The lid is removed by turning the carriage locks b The locks are removed by with drawing the four attachment screws two to each lock These locks should be marked as they are handed The escutcheon plates are removed by withdrawing four screws two to each plate The wheel and tool securing straps are removed from inside the wheel compartment by withdrawing the two screws for each strap staple b 4 TO ASSEMBLE SPARE WHEEL LID The assembly and fitting of the spare wheel lid is the reversal of the removal and dismantling The following points should be noted a The buckle end of the strap should always be fitted to the floor b The locks are handed and should be fitted to the correct side 351 NI BODY TO FIT SMITHS CIRCULAR HEATER C H S 920 4 The following procedure for carrying out this installation is recommended 1 Disconnect the battery lead 2 Drain the cooling system and remove the two square headed plugs one from the rear of the cylinder head and the other from the water pump housing 3 Fit the taper threaded tap 28 Fig 16 into the tapped hole at the rear of the cylinder head and screw int
57. asionally inspect the generator driv ing belt If necessary adjust to take up any undue slackness by turning the generator on its mounting Care should be taken to avoid over tightening the belt which should have just sufficient tension to drive without slipping See that the machine is properly aligned otherwise undue strain will be thrown on the generator bearings PERFORMANCE DATA Cutting in speed 1 050 1 200 r p m at 13 generator volts Maximum output 19 amps at 1 900 2 150 r p m at 13 5 generator volts on resistance load of 0 7 ohm Field resistance 6 1 ohms SERVICING a Testing in position to locate fault in charging circuit In the event of a fault in the charging circuit adopt the following procedure to locate the cause of the trouble i Inspect the driving belt and adjust if necessary see Para 2 c ii Check that the generator and con trol box are connected correctly The larger generator terminal must be connected to control box terminal D and the smaller generator terminal to control box terminal F Check the earth connection to control box ter minal iii Switch off all lights and accessories disconnect the cables from ter minals of generator and connect the two terminals with a short length of wire iv Start the engine and set to run at normai idling speed v Clip the negative lead of a moving coil type voltmeter calibrated 0 20 volts to one
58. ative weaker needles until one is found to be satisfactory If the carburettor is fitted with a spring loaded suction piston the necessary weaken ing may be affected by changing to a weaker type of spring or by its removal 39 40 41 FUEL SYSTEM 42 CENTRALISATION OF JET Fig 8 CARBURETTOR JET NEEDLES Two jet needles are available for fitting to the carburettors of the TR2 a FV For normal motoring b GC For high speed motoring and competition driving TO REMOVE JET NEEDLE a Remove the air cleaner See page 10 b Remove the damping piston from the top of the suction chamber Withdraw the three suction chamber securing screws and move the carb urettor float chamber support arm to one side Lift the suction chamber and remove coil spring and washer from piston head Remove the piston with jet needle attached from the body of the carb burettor and empty away oil in the reservoir Loosen screw in base of piston and withdraw jet needle d e f TO FIT NEEDLE Fig 8B a Ensure that the jet head is loose in the main body of the carburettor by loosening clamp ring Ascertain that the jet needle is perfectly straight and position it so that the shoulder is flush with the base of the piston tighten screw to grip needle Feed the needle into its recess in the jet head NOTE Onno account should the piston with the needle attached be laid down so that it rests on th
59. aw the nut and bolt securing door check strap to the front door post b Withdraw the screws securing the two hinges to the front door post four in upper hinge three in lower hinge c The door can be lifted away TO FIT DOOR The fitting of the door is the reversal of its removal but care should be taken to ensure that it hangs correctly and the lock engages with the dovetail on the rear post It is suggested that the two hinges are not fully tightened and the door is closed slowly and gently Any fouling will be immediately ascertained and the appropri ate corrective action taken 346 23 24 25 FRONT DOOR WATER SEALING Additional water sealing at the top forward end of the doors was introduced in manu facture at Commission No TS 5251 This sealing can be fitted to cars prior to this number Fig 3 This additional seal has been effected by the introduction of a rubber seal Pt No 603257 This seal is fitted to the underside face of the front door post by six clips Pt No 552901 in 4 diameter holes drilled in this face 19 from the edge A seventh and similar clip is fitted in the outward face of the pillar above the top of the hinge TO REMOVE DOOR LOCK a Withdraw four screws securing front side screen retainer bracket identify the component and its position Remove upper end of trimmed lock pull strap by withdrawing screw b c Remove rear side screen retainer bracket a
60. be transmitted to the inner cable of the flexible rack If the crosshead moves sluggishly be tween the guides lightly smear a small amount of medium grade engine oil in the groove formed in the die cast housing When overhauling the gearbox must be lubricated by packing it with a grease of the zinc oxide base type FLASHING LIGHT DIRECTION INDICATORS In the event of irregular operation of the flasher system the following procedure should be followed a Check the bulbs for broken filaments b Refer to the wiring diagram and check all flasher circuit connections c Switch on the ignition and i Check with a voltmeter that flasher unit terminal B is at twelve volts with respect to the chassis ii Connect together flasher unit ter minals B and L and operate the direction indicator switch If the lamps now light the flasher unit is defective and must be replaced If the lamps do not light the indicator switch is defective and must be replaced ELECTRIC WINDTONE HORNS Models WT614 and WT618 Y LOCK NUT Fig 33 GENERAL Windtone horns depend for their operation on the vibration of an air column excited at its resonant frequency or a harmonic of it by an electrically energised diaphragm The horns are fitted in pairs one born having a higher note than the other The horns differ in note by an interval of a major third Earlier fitment WT614 and later WT618 horns are recognisabl
61. bearing From inside the car release the jam nut of the pedal limit stop and remove the screw stop from the fulcrum bracket on the toe board Remove also the remaining three setscrews The accelerator pedal assembly can now be withdrawn from inside the car The L H Fulcrum bracket double coil spring washer and plain washer can now be threaded off the operating shaft d e b 4 31 32 f removal of the two split pins the R fulcrum bracket can be with drawn in a similar manner TO FIT ACCELERATOR PEDAL R H S Fig 7 a Feed the right hand fulcrum bracket on to the pedal shaft so that the mount ing flange points towards the pedal pad followed by two plain washers a coil spring washer and the second mounting bracket the mounting flange of which points away from the pedal Fit the two split pins through the two holes in the shaft between the two plain washers The pedal shaft is fed through the bulkhead bearing from inside the car The assembly is secured to the toe board of the car by three bolts and lock washers the lower right hand fixing point is a pedal limit stop and jam nut Feed a half bearing housing on to the pedal assembly shaft protuding into the engine compartment followed by the nylon bearing and second half bearing housing Secure bearing hous ings to bulkhead with four self tapping screws The lever assembly is secured to the shaft by a mills pin
62. cator cap with high melting point grease H M P Grease Replace the spring and felt pad and screw the lubricator cap back into position 305 MI b 306 ELECTRICAL EQUIPMENT Fig 4 Checking Brush Gear Inspection of Brush Gear and Commutater At the same time remove the metal band cover to inspect the brushgear and commutator Check that the brushes move freely in their holders by holding back the brush springs and pulling gently on the flexible connectors If a brush is inclined to stick remove it from its holder and clean its sides with petrol moistened cloth Be careful to replace brushes in their original positions in order to retain the bedding In service brush wear takes place and the brushes become shorter If the brushes are permitted to wear down until the embedded ends of the flexible connectors are exposed at the running surface serious damage can occur to the commutator It is therefore important to measure from time to time the length of each brush If this length measured from the running surface to the top edge of the brush has decreased to 13 the brush or brushes should be replaced The commutator should be clean free from oil or dirt and should have a polished appearence If it is dirty clean it by pressing a fine dry cloth against it while the engine is slowly turned over by hand If the commu tator is very dirty moisten the cloth with petrol c Belt Adjustment Occ
63. ce under part throttle conditions The inlet manifold of the engine is in direct communication with one side of a spring loaded diaphragm This diaphragm acts through a lever mechanism to rotate the heel of the contact breaker about the cam thus advancing the spark for part throttle ROTOR 1 TERMINAL CONTACT BREAKER CAPACITOR MOVING C ONTA T BREAKER PLATE MeL amp CONTACT BREAKER BASE PLATE CENTRIFUGAL TIMING CONTROL NUT AS Fig 21 Exploded View of model DM2 P4 Distributor 317 2 ELECTRICAL EQUIPMENT operating conditions There is also a micrometer adjustment by means of which fine alterations in timing can be made to allow for changes in running conditions e g state of carbonisation change of fuel etc A completely sealed metallised paper capacitor is utilised This has the property of being self healing should the capacitor break down the metallic film around the point of rupture is vaporised away by the heat of the spark so preventing a per manent short circuit Capacitor failure will be found to be most infrequent The H T pick up brush is of a composite construction the top portion consisting of a resistive compound and the lower of softer carbon to prevent wear taking place on the rotor electrode The resistive portion of this carbon brush which is in circuit between the coil and the distributor gives a measure of radio interference su
64. ced To enable identification linings are colour marked at their edges The following tabulation will give these identification marks and also the Commision number of the car on which they were first used BRAKE LINING IDENTIFICATIONS LINING IDENTIFICATION 7 Front and Rear 3 narrow blue striped TS 1 to TS 3247 E markings on lining edges R TS 1 to TS 3219 DM 8 2 narrow blue and 1 wide blue marking with alu minium coloured metal impregnation of lining M 20 Front only 5 green stripe markings DM 8 fitted on rear with bronze coloured brakes metal impregnation M 20 Front and Rear As above INCORPORATION REMARKS FT TS 3248 to TS 5216 TS 3220 to TS 5480 TS 5217 to TS 5480 For 10 brake only T S 5480 and future Introduction of 10 brakes for rear wheels 4 BRAKES DATA Front Brakes 10 x21 Rear Brakes 9 x 12 up to Commision No TS 5481 Rear Brakes 10 x 2 after TS 5481 Transverse rear brake cable lengths Right hand 12 97 06 12 47 10 Left hand 26 85 06 26 35 brakes These lengths are measured from pin centre of each fork end Front brake shoes are interchangeable with one another providing they have the same lining Rear brake shoes are interchangeable with one another providing they have the same lining and also interchangeable with front brake shoes of the same diameter and lining type 5 FRONT BRAKE SHOE ADJUSTM
65. cessary to drop this support rod clear of the studs and this will be facilitated by slackening off the upper nuts on each arm of the U Fig 10 Locate the de mister nozzles 1 on the two pairs of studs ensuring that they are above and clear of the screen wiper drive cable Reposition U shaped rod and refit nuts and washers on the four studs and retighten with a suitable spanner At this point it is advisable to install the electrical control switch Fig 11 a hole for which is already provided in the dash board For the sake of appearance the hole in the dashboard is covered by trim material until it is required This covering of trim can easily be cut away with a small sharp blade after location of the hole with the tip of a finger its position is approximately 4 from the steering end of the dashboard at a point 28 from the lower edge of the dash panel Fig 11 Showing location of Heater Control Switch 10 One side of the control switch 13 should be connected to the live side L H of the windscreen wiper switch Attach the length of wire 12 supplied at one end with a snap connecter nipple to the other side of the switch leaving the completion of the circuit until operation 16 11 Attach the mounting bracket 15 to the heater unit securing it with three spring washers and nuts Assemble the two longer lengths of water hose 20 on to the adapters on the heater and secure with clips 19
66. ch forms a face seal against a recess in the body while the lower one carries a similar flange contacting the upper surface of the hollow hexagon locking nut 15 The arrangement is such that tightening of the hollow hexagon locking screw will positively lock the jet and jet bushes in position Some degree of lateral clearance is provided between the jet bushes and the bores formed in the main body and the locking screw In this manner the assembly can be moved laterally until perfect con centricity of the jet and needle is achieved the screw 15 being slackened for this purpose This operation is referred to as centring the jet on completion the jet locking nut 15 is finally tightened See page 19 In addition to this concentricity adjustment an axial adjustment of the jet is provided for the purpose of regulating the idling mixture strength Since the needle tapers throughout its length it will be clear that raising or lower ing the jet within its bearing will alter the effective aperture of the jet orifice and hence the rate of fuel discharge To permit this adjustment the jet is a variably mounted within its bearings and provided with adequate sealing glands 17 A compression spring 16 which at its upper end serves to compress the small sealing gland 17 and thus prevents any fuel leakage between the jet and the upper jet bearing At its lower end this spring abuts against a similar sealing gland th
67. circlip iii Re assemble the centrifugal timing control See that the springs are not stretched or damaged Place the cam and cam foot assembly over the shaft engaging the pro jections on the cam foot with the toggles and fit the securing screw iv Before re assembling the contact breaker base assembly lightly smear the base plate with Rago sine Molybdenised non creep oil or Mobilgrease No 2 On earlier distributors the felt pad under the rotating contact breaker plate should be moistened with a few drops of thin machine oil Fit the rotating plate to the con tact breaker base plate and secure with the star washer and circlip Refit the contact breaker base into the distributor body Engage the link from the vacuum unit with the bearing bush in the rotating plate and secure with the split pin Insert the two base plates securing screws one of which also securesone end of theearthing lead 321 ii ELECTRICAL EQUIPMENT v Fit the capacitor into position on earlier models the eyelet on the other end of the contact breaker earthing lead is held under the capacitor fixing screw Place the fixed contact plate in position and secure lightly with securing screw s One plain and one spring washer must be fitted under each of these screws vi Place the insulating washers on the contact breaker pivot post and on the pillar on which the end of the contact breaker spring locates Refit the contact breaker leve
68. ck Protractors E 50 m 20SM 3600 i M 86 S132 S125 120 91 M 121U Used in conjunction with S 4221 press Used with S 4221 frame and slave ring 387 SPECIALISED TOOLS GEARBOX Mainshaft Remover ee 20SM 1 Mainshaft Circlip Installer Que ai 20SM 46 Front Oil Seal Protecting Sleeve 20SM 47 Gearbox Extension Remover 20S 63 Constant Pinion Shaft Remover 20SM 66A Countershaft Needle Roller Retainer Ring Driver 20SM 68 Mainshaft Circlip Remover 20SM 69 Countershaft Assembly Pilot 20SM 76 Countershaft Assembly Needle Roller Retainer c 2 wwe d 20SM 77 Gearbox Rear Bearing Replacer 20S 78 Gearbox Mainshaft Rear Oil Seal Replacer 20S 87A Constant Pinion and Mainshaft Bearing Remover and Replacer S 4615 Two way Circlip Pliers 1065 Front Cover Oil Seal Replacer 20SM 73A REAR AXLE Half Shaft Bearing Remover S 4615 Half Shaft Bearing Replacer we M92 Differential Case Spreader S 101 Propeller Shaft Flange Wrench 2 20SM 90 Pinion Bearing Outer Ring Remover 20SM FT 71 Pinion Bearing Outer Ring Replacer M 70 Pinion Oil Seal Replacer M 100 Pinion Head Bearing Remover amp Replacer TS 1f Differential Bearing Remover S 103 Differential Bearing Replacer M 89 Pinion Setting Gauge and Dummy Pinion M 84 Pinion Bearing Preload Gauge __ 20SM 98 Rear Hub Extr
69. cket by bolts nuts and lock washers at each side Wing valance to k Rear end of chassis frame TO a b One pad at each side REMOVE BODY Working under the car i Remove centre tie rod assembly from drop arm ii Drain both hydraulic systems iii Drain petrol tank iv Disconnect petrol pipe at tank union v Free petrol vent pipe from clip at R H side chassis member Working under the bonnet i Disconnect and remove battery ii Disconnect oil pressure pipe iii Disconnect clutch hydraulic union iv Remove L T cable from ignition coil v Withdraw rev counter drive vi Disconnect the brake stop light cable vii Remove dip stick from engine sump viii Disconnect electrical connections at L H wing valance and wires from steering column centre if the car is L H S ix Remove water temperature gauge and free capilliary tube from petrol pipe E x Remove radiator ners of radiator fiin Cor 341 BODY xii Remove carburettors after dis connecting control linkage cables from dynamo and xiv Disconnect brake hydraulic union xv Loosen steering column draught excluder clip c Working inside the car i Remove the seat cushions followed by the seat frames ii Remove the carpets iii Disconnect the electrical control wires for the overdrive if one is fitted iv Free the gear lever grommet and push the rim throug
70. clear together with S 4 and gauze filter 2 iG now be lifted out 1 of the pump Separate the two castings 1 and 16 by withdrawing the six securing screws 12 and lockwashers 13 FUEL SYSTEM NOTATION FOR Fig 5 No Description 1 Upper body Gauze filter Valve gasket Cork seal Inlet and outlet valve assemblies Glass sediment bowl Valve retaining plate Screw for retaining plate Wire cage 10 Diaphragm assembly 11 Diaphragm spring 12 Body securing screw 13 Oil seal retainer 14 Lock washer 15 Oil seal 16 Lower body 17 Hand primer spring 18 Cork washer 19 Hand primer lever 20 Hand primer lever shaft 21 Rocker arm spring 22 Link lever 23 Rocker arm 24 Retainer ring 25 Washer 26 Rocker arm pin UO These valves are identical but fitting them to the upper body the spring of the inlet valve is pointing towards the diaphragm and the spring of the outlet valve away from the 25 diaphragm as shown in the illustration 5 24 Fig Showing the UE t Fuel Pump in exploded ae f Prise off hand primer lever 19 collect ing cork washers 18 and hand lever spring 17 only if the hand primer is known to be defective Drift out hand primer lever shaft 20 e To remove the diaphragm assembly g Remove circlips 24 from either end 10 first turn it through 90 in an of rocker arm pin 26 Dr
71. control box terminal and connect the end of the wire removed to the negative terminal of a voltmeter Connect the positive voltmeter terminal to an earthing point on the chassis If a voltmeter reading is given the wiring is in order and the regulator must be ex amined ii If there is no reading examine the wiring between battery and control box for defective cables or loose connections iii Re connect the wire to control box terminal A b Regulator Adjustment The regulator is carefully set during manufacture and in general it should not be necessary to make further adjustment If however the battery does not keep in a charged condition or if the generator output does not fall when the battery is fully charged the setting should be checked and if necessary corrected It is important before altering the regulator setting to check that low state of charge of the battery is not due to a battery defect or to slipping of the generator belt i Electrical Setting It is important that only a good quality MOVING COIE VOLT METER 0 20 volts is used when checking the regulator The elec trical setting can be checked with the cover from the 335 ELECTRICAL EQUIPMENT Withdraw the cables from control box terminals A and Al and connect these cables together Connect the negative lead of the voltmeter to control box terminal D and connect the other lead to term
72. cup into the valve body and fit the body in one end of a return spring fit a spring retainer on the other end of the spring and insert the assembly valve leading into the bore which has the valve seat d Fit the second spring retainer on the second return spring and insert the spring plain end leading into the right hand bore e Insert the main cup lip leading into each bore taking care not to damage or turn back the lip of the cup Follow with the two piston washers ensuring that the curved washers are toward the rubber cups f Insert the two pistons exercising care not to damage the rubber cups g Depress the two pistons and fit the boot fixing plate ulitising a new joint washer and securing plate with two screws and shake proof washers Fig 3 PWD Body Cover plate Joint washer Filler cap and baffle Cover plate attachment screw Shake proof washer Valve seat Valve cup Brakes only Valve body Valve return spring Spring retainer ain cu Washer bewi main cup and piston Piston Piston secondary cup Boot fixing plate Exploded view of Twin Bore Master Cylinder Gasket between plate and body Plate attachment screw Shake proof washer Push rod assembly Push rod boot Large clip Boot to fixing plate Small clip Boot to push rod RI Slave cylinder pipe adapter clutch Gasket Bracket assembly Jam nut Master cylinder attachment bolt Plain washer On front bolt on
73. d The outer surface of the Block pattern lens is smooth to facilitate cleaning but the inner surface has formed in it a series of small lenses which determine the spread and pattern of the light DUST EXCLUDING RUBBER FRONT RIM SCREW SECURING HEADLAMP RIM Fig 23 Headlamp with Front Rim and Dust excluding Rubber removed b Bulbs LIGHT UNIT The prefocus bulb eliminates the need for any focusing device in the lamp The bulb cap is carried on a flange accurately positioned in relation to the filament during manufacture slot in the flange engages with a projection on the inside of the bulb holder at the back of the reflector VERTICAL SETTING ADJUSTMENT SCREW DUST EXCLUDING RUBBER Fig 24 BULB HOLDER HORIZONTAL SETTING ADJUSTMENT SCREWS Replacement of Headlamp Bulb thus ensuring the correct positioning of the filament A bayonet fitting cap with spring loaded contacts secures the bulb firmly in position and also carries the supply to the bulb contacts ELECTRICAL EQUIPMENT 2 BULB REPLACEMENT Slacken the captive securing screw at the bottom of the front rim and remove the front rim and dust excluding rubber To remove the Light Unit assembly from the three spring loaded screws press the Unit inwards turning it anti clockwise to disengage the slotted holes in the seating rim from the setting adjustment screws Disengage the bayonet fitting ca
74. d Withdraw nine bolts from inside the wing running from the top of the wing to the lower front edge e Remove five bolts from inside the rear luggage compartment f Release wing chassis stay by removing nut bolt lock and plain washer g Loosen three bolts on fixing flange of wing at extreme rear end h The wing can now be removed in a backward direction and the sealing strip collected TO FIT REAR WING This is the reversal of the removal but care should be taken when replacing the sealing strip and the electrical wires the latter should be carried out with regard to the diagram the Electrical Equipment Section M or to the special identification markings TO REMOVE THE BONNET LID a Release the bonnet locks either side by cable or by turning the Dzuz fastener and leave the bonnet resting in this lower position b Remove the four nuts and washers two to each hinge from under the dash inside the car c With an operator each side of the car lift the lid squarely upwards TO FIT THE BONNET LID The fitting is the reversal of the removal If the locks are cable operated the instruc tions on Adjustment of Bonnet Locks page 5 should be followed BODY 15 TO REMOVE FRONT APRON 16 Open the bonnet by releasing the locks from inside the car or cars after Commission No TS 4229 fitted with Dzuz fasteners at the forward corners of the bonnet lid by use of the carriage
75. d are manufacturing on our behalf and this Company has already circulated inform ation concerning these tools for many have similar applications on the Vanguard Renown Mayflower and Eight and Ten H P Models GENERAL Press and Slave Ring ENGINE Cylinder Sleeve Retainers Sparking Plug Wrench 2 2 Connecting Rod Alignment Jig Valve Spring Compressor Stud Extractor 2 COOLING SYSTEM Universal Puller Water Pump Refacer Water Pump Impeller Remover amp Replacer CLUTCH Clutch Assembly Fixture Clutch Plate Centraliser As the necessity for further tools becomes apparent they will be manufactured and our agents will receive notice of such items as and when they are introduced PARTICULARS OF TOOLS Brief particulars of approved tools which have been produced are given below The tool in question should be ordered direct from Messrs V L Churchill amp Co Ltd Great South West Road Bedfont Feltham Middlesex Telephone Feltham Middx 5043 Telegrams Garaquip Feltham iim S 4221 om S 138 nae 20SM 99 us 335 iu S 137 450 6312 an 126 and 6300 FTS 127 gis 99A S 20S 72 FRONT SUSPENSION AND STEERING Front Road Spring Compressor Steering Wheel Puller Hub Remover for Disc Wheels Knock on Wheels 2 Hub Replacer both types Electronic Wheel Balancer Drop Arm Remover Wheel Lo
76. d be adjusted until it will just hold a thin piece of paper between the screw and the stop when the throttle is held in the closed position The throttle butterfly 1 on each carburettor should then be opened by one complete turn of Adjusting the Fuel Level the adjusting screw j 381 FUEL SYSTEM The engine is now ready for starting and after thoroughly warming up the speed should be adjusted by turning each throttle adjusting screw an equal amount until the idling speed is approximately 500 R P M The synchronisation of the throttle setting should now be checked by listening to the hiss of each carburettor either directly or by means of a piece of rubber tubing held near the intake The intensity of the noise should be equal and if one carburettor is louder than the other its throttle adjusting screw should be turned back until the intensity of hiss is equal After satisfactory setting of the throttle the mixture should then be adjusted by screwing the jet adjusting nuts up or down on each carburettor until satisfactory run ning is obtained The lever tension spring should be connected during this operation This mixture adjusting may increase the engine idling speed and each throttle adjusting screw must altered by the same amount in order to reduce speed to 500 R P M and the hiss of each carburettor again compared The balance of the mixture strength should be checked by independently lifting the piston
77. d to remove them GENERATOR MODEL C 39 PV 2 I Fig 3 2 INJECT OIL HERE GENERAL The generator is a shunt wound two pole two brush machine arranged to work in conjunction with a compensated voltage control regulator unit A fan integral with the driving pulley draws air through the generator inlet and outlet holes being provided in the end brackets of the unit The output of the generator is controlled by the regulator and is dependent on the state of charge of the battery and the loading of the electrical equipment in use When the battery is in a low state of charge the generator gives a high output whereas if the battery is fully charged the generator gives only sufficient output to keep the battery in good condition without any possibility of overcharging An increase in output is given to balance the current taken by lamps and other accessories when in use Further a high boosting charge is given for a few minutes immediately after starting POROUS BRONZE BUSH ALUMINIUM DISC FELT RING Commutator End Bearing Lubrication ROUTINE MAINTENANCE a Lubrication Every 12 000 miles inject a few drops of Oiline BBB or any high quality medium viscosity S A E 30 engine oil into the hole marked in the end of the bearing housing On earlier models unscrew the cap of the lubricator on the side of the bearing housing lift out the felt pad and spring and about half fill the lubri
78. de Remake the original connections A generator run at high speed on open circuit will build up a high voltage Therefore when ad justing the regulator do not run the engine up to more than half throttle or a false setting will be made ii Mechanical Setting The mechanical or air gap set tings of the regulator shown in Fig 30 are accurately adjusted before leaving the works and provided that the armature carry ing the moving contact is not ELECTRICAL EQUIPMENT removed these settings should not be tampered with If however the armature has been removed the regulator will have to be reset 0 030 0 034 WITH ARMATURE O Oll 0 015 RESSED AGAINST GAUGES ARMATURE FXING SCREW SECURING FIXED CONTACT WITH O O25 GAUGE BETWEEN ARMATURE SHIM amp CORE CONTACT GAP BE 0 002 0 006 Fig 31 n Mechanical Setting of Cut out To do this proceed as follows Slacken the two armature fixing screws and also adjusting screw B Insert a 0 020 feeler gauge between the back of the armature and the regulator frame It is permissible for this gap to taper either upwards or downwards between the limits of 0 018 to 0 022 With gauge in position press back the armature against the regulator frame and tighten the two arma ture fixing screws Remove the gauge and check the gap between the shim on the underside of the armature and the top of the core This gap should be 0 012
79. depending on the state of charge for at least 6 seconds If however the reading rapidly falls off the cell is probably faulty and a new plate assembly may have to be fitted b Recharging from External Supply If the above tests indicate that the battery is merely discharged and is otherwise in a good condition it should be recharged either on the vehicle by a period of daytime running or on the bench from an external supply If the latter the battery should be charged at the rate given in Para 2 a until the specific gravity and voltage show no increase over three successive hourly readings During the charge the electrolyte must be kept level with the tops of the separators by the addition of distilled water A battery that shows a general falling off in efficiency common to all cells will often respond to the process known as cycling This process consists of fully charging the battery as described above and then discharging it by con necting to a lamp board or other load taking a current equal to its 10 hour rate The battery should be capable of providing this current for at least 7 hours before it is fully discharged as indicated by the voltage of each cell falling to 1 8 If the battery discharges in a shorter time repeat the cycle of charge and discharge PREPARING NEW UNFILLED UNCHARGED BATTERIES FOR SERVICE a Preparation of Electrolyte Batteries should not be filled with acid
80. diameter in the suction chamber and a sliding fit in the central bush The suction chamber should be removed complete with piston and the freedom of movement checked after removal of the damper rod The assembly should be washed clean and very lightly oiled where this slides in the bush and then checked for any tendency of binding It is per missible to carefully remove with a hand scraper any high spots on the outer wall of the suction chamber but no attempt should be made to increase the clearance by increasing the general bore of the suction chamber decreasing the diameter of the piston The fit of the piston in its central bush should be checked under both rotational and sliding movement Eccentricity of Jet and Needle Fig 8 The jet 14 is a loose fit in its recess and must always be centred by the needle before locking up the clamping ring 15 i The needle should be checked in the piston to see that it is not bent It will be realised that it does not matter if it is eccentric as the adjustment of the jet allows for this but a bent needle can never have the correct adjustment For Centralisation of Jet see page 19 Flooding from Float Chamber or Mouth of Jet Fig 8a This can be caused by a punctured float 10 or dirt on the needle valve 9 or its seat These latter items can be readily cleaned after removal of th float chamber lid Leakage from Bottom of Jet adjacent to Adjustment Nut
81. e If the low tension circuit is in order remove the high tension lead from the centre terminal of the distributor cover Switch on the ignition and turn the engine until the contacts close Flick open the contact breaker lever whilst the high tension lead from the coil is held about 45 from the cylinder block If the ignition equipment is in good order a strong spark will be ob tained If no spark occurs a fault in the circuit of the secondary winding of the coil is indicated and the coil must be replaced The high tension cables must be care fully examined and replaced if the rubber insulation is cracked or perished using 7 mm rubber covered ignition cable The cables from the distributor to the sparking plugs must be connected in the correct firing order 1 3 4 2 Dismantling When dismantling carefully note the positions in which the various com ponents are fitted in order to ensure their correct replacement on re assembly If the driving dog or gear is offset or marked in some way for convenience in timing note the re lation between it and the rotor elec trode and maintain this relation when re assembling the distributor The amount of dismantling necessary will obviously depend on the repair required Spring back the securing clips and remove the moulded cover Lift the rotor arm off the spindle carefully levering with a screwdriver if it is tight Disconnect the vacuum unit link
82. e core or to true a distorted arma ture shaft An indication of a bent shaft or a loose pole shoe may be given by scored armature laminations To check armature insulation use an ohm meter or a 110 volt a c test lamp A high reading should be shown on the meter when connected between the armature shaft and the commutator seg ments If a test lamp is used it must not light when connected as above Faulty insulation will be indicated by a low ohmic reading or by lighting of the test lamp If a short circuit is suspected check the armature on a growler The motor over heating may cause blobs of solder to short circuit the commutator segments If an armature fault cannot be located and remedied a replace ment armature must be fitted Fig 18 ELECTRICAL EQUIPMENT iv Field Coils Continuity Test di 411 Connect a battery and suitable bulb in series with two pointed probes If the lamp fails to light in the following test an open circuit in the field coils is indicated and the defective coils must be replaced Place the probes on the brush tappings The bulb should light Lighting of the lamps does not necessarily indicate that the field coils are in order It is possible that a field coil may be earthed to a pole shoe or to the yoke Insulation Test Connect an ohm meter or a 110 volt a c test lamp between the terminal post and a clean part of the yoke Lighting of the test lamp or a
83. e cut out contacts This completes the circuit between the generator and the battery through the series winding of the cut out and the contacts The effect of the charging current flowing through the cut out windings creates a magnetic field in the same direction as that produced by the shunt winding This increases the mag netic pull on the armature so that the contacts are firmly closed and cannot be separated by vibration When the vehicle is stopping the speed of the generator is decreased until the generator voltage is lower than that of the battery Current then flows from the battery through the cut out series winding and generator in a reverse direction to the charging current This reverse current through the cut out will produce a differential action between the two windings and partly demagnetise the electro magnet The spring which is under constant tension then pulls the armature away from the magnet and opens the cir cuit The contacts opening prevent further discharging of the battery through the generator Like the regulator operation of the cut out is temperature controlled by means of a bi metallic tensioning spring SETTING DATA a Regulator Open circuit setting at 20 C and 1 500 dynamo r p m 15 6 16 2 volts Note For ambient temperatures other than 20 C the following allowances should be made to the above setting For every 10 C 18 F above 20 C subtract 0 3 volt For eve
84. e ends of the shaft 20 to retain the lever 19 With the loops of the lever spring 17 upwards feed the legs of the spring between the lever and the pump body so that it settles in its position on the upper side of the lever The two legs are positioned above the lower body web adjacent to the outside of the pump mounting flange Feed the rocker arm pin 26 partially into the pump body 16 Position one packing washer 25 on the pin follow ing with one flange of the link lever 22 With the mounting flange uppermost position the rocker arm spring 21 on the cone like protrusion in the pump body The rocker arm 23 is fitted into the link lever and a protrusion allowed to engage the coil spring The pin 26 is pressed through the link lever 22 the rocker arm 23 and a washer 25 situated between the second flange of the link lever 22 and the pump body 16 A retaining ring 24 is fitted when the pin 26 protrudes through the pump body 16 h Position the diaphragm spring 11 on its base and fit the diaphragm 10 with the tab toward the engine by inserting the rod through the oil seal into the slot of the link lever 22 and turning it a quarter turn to the right Fig 6 WHEN FIRST FITTING DIAPHRAGM ASSEMBLY TO PUMP BODY LOCATING TAB ON DIAPHRAGM SHOULD BE IN THIS POSITION AFTER ENGAGING NOTCHES IN BOTTOM OF PULL ROD WITH SLOT IN LINK AND TURNING QUARTER TURN TO RIGHT TAB ON DIAPHRA
85. e from each other by the different shape of their trumpet flares High and low note horns can be distinguished by the letters or L marked inside the trumpet flares a Note of Horn Unsatisfactory or Operation Intermittent i Check that the bolts securing the horn bracket are tight and that the body or flare of the horn does not foul any other fixture See that any units fitted near the horn are rigidly mounted and do not vi brate when the horn is blown Examine the cables of the horn circuit renewing any that are badly worn or chafed Ensure that all connections are tight and that the connecting eyelets or nipples are firmly soldered to the cables ADJUSTING NUT TERMINAL SLEEVE wWI 6 8 Horn with Cover removed 329 MI 330 ELECTRICAL EQUIPMENT ii Adjustment Adjustment of the horn does not alter the pitch of the note but takes up wear of the moving parts which if uncorrected would re sult in loss of power and rough hess of tone The horn must not be used re peatedly when out of adjustment as the resulting excessive current may damage it The maximum current consumption of a horn in correct adjustment is 61 amps for WT614 horns and 8 amps for W T618 horns the total current taken by both horns together will naturally be twice the figure quoted If it is desired to check the current consumption of the horns break the circuit at some convenient point and connect an ammete
86. e main passage is mounted the piston 3 its lower part constituting a shutter restricting the cross sectional area of the main air passage in the vicinity of the fuel jet 5 as the piston falls This component is enlarged at its upper end to form a piston of considerably greater diameter which moves axially within the bore of the suction chamber 4 and at the bottom of the piston is mounted the tapered needle 6 which is retained by means of the setscrew 7 The piston component 3 is carried upon a central spindle which reciprocates and is mounted in a bush fitted in the central E 373 PI FUEL SYSTEM boss forming the upper part of the suction chamber casting An extremely accurate fit is provided between the spindle and the bush in the suction chamber so that the enlarged portion of the piston is held out of contact with the bore of the suction chamber within which nevertheless it operates with an extremely fine clearance Similarly the needle 6 is restrained from contacting the bore of the jet 5 which it is seen to penetrate moving axially therein to correspond with the rise and fall of the piston It will be appreciated that as the piston rises the air passage in the neighbourhood of the jet becomes enlarged and passes an additional quantity of air Provided that the needle 6 is of a suitably tapered form its simultaneous withdrawal from the jet 5 ensures the delivery to the engine of the required
87. e needle Failure to observe this point may cause carb uration defects due to a bent needle Position the washer and the spring on top of the piston and the suction chamber over the piston Secure with the three attachment screws with the foremost accommodat ing the float chamber support arm Fill the piston reservoir with thin oil and fit the damper to the suction chamber f Centralise the jet as described on this page g Tune the carburettors as described on page 23 b c d e 19 43 a Disconnect the throttle linkage to gain access to the jet head 21 and remove damper 26 Withdraw the jet head 21 and remove adjusting nut 18 and spring 22 Replace nut 18 and screw up to its fullest extent Slide the jet head 21 into position until its head rests against the base of the adjusting nut The jet locking nut 15 should be slackened to allow the jet head 21 and bearings 13 and 14 assembly to move laterally The piston 3 should be raised access being gained through the air intake and allowing it to fall under its own weight This should be repeated once or twice and the jet locking nut 15 tightened Check the piston by lifting to ascertain that there is complete freedom of movement If sticking is detected operation d and e will have to be repeated g Withdraw jet head 21 and adjusting nut 18 h Replace nut 18 with spring 22 and insert the j
88. e of the rocker arm 23 which engages with the engine eccentric slight wear is permissible but not exceeding 010 in depth The valve assemblies 5 should not be replaced unless in perfect condition Dia phragm springs 11 seldom call for replace ment but where necessary ensure that the replacement spring has the same identifica tion colour and consequently the same strength as the original Rocker arm springs 21 are occasionally found to be broken after service All gaskets and joint washers should be replaced as a matter of routine This also applies to oil seal 15 held in position by retainer 13 AC AIR CLEANERS Description This cleaner is the wire gauze fitted metal canister type and is oil damped The oil damping is carried out as a servicing oper ation Each carburettor has its own air cleaner functioning in such a manner that air drawn in by the engine first passes through the oiled gauze before entering the carburettor and so prolongs the life of the engine Whenever the air cleaners are being replaced it is essential that the holes adjacent to the setscrew holes are uppermost so that they will align with those holes in the carburettor flange 368 10 26 27 28 TO REMOVE AIR CLEANERS This is required each time the carburettors are tuned or to service the cleaner itself a Loosen the cap nut on the top of the carburettor float chamber and turn the splash overflow pipe away from the a
89. e rear wall of the master cylinder pocket from inside the car Remove also the rubber grommet from the inside wall of the pocket to facilitate the withdrawal of the rear master cylinder attachment bolt e Disconnect the Bundy tubing from the connections at the rear of the master cylinder Care must be exercised when removing the clutch Bundy tubing this is connected first to an adapter and then to the cylinder body It will be necessary to hold the adapter with one spanner whilst loosening the Bundy tubing nut with a second The connection for the brake operation is made direct to the master cylinder Withdraw the clevis pins from the lever push rod fulcrums by removing the split pins plain washers and double coil spring washers d NY e Remove the nuts lock and plain washers from the master cylinder attachment bolts and withdraw the bolts the rearmost one being passed through the aperture in the wall of the pocket into the car f The master cylinder is now free to be lifted from its support bracket Empty any fluid that may stil be in the reservoir TO FIT MASTER CYLINDER a Ensure that the connection adapter is secure in the left hand clutch outlet of the master cylinder Placetheassembly in the master cylinder support bracket connections to the rear and secure at the front end with the attachment bolt and washers but leave the nut finger tight at this juncture c The rear attachment b
90. e two way connection with one spanner remove the Bundy tubing union with a second c Grip the hexagon of the flexible hose on the outside of the bracket and remove the bolt passing through the centre of the two way connection d Still gripping the hexagon of the hose remove locknut and shake proof washer The flexible hose may now be withdrawn from its bracket e Remove the flexible hose from the wheel cylinder Care should be taken to ensure that the entire length of hose is turned whilst it is removed from the wheel cylinder TO FIT FRONT RIGHT HAND FLEXIBLE HOSE Clean all parts and ensure no dirt enters the hydraulic system a Secure the flexible hose to the wheel cylinder b Thread end of the hose through chassis frame bracket and feed on shake proof washer and locknut c Set hose by holding hexagon with a spanner tighten locknut securely to bracket whilst still holding hexagon with spanner d Fit the larger diameter gasket to the banjo bolt and feed bolt through two way connection fit smaller dia meter gasket to bolt and secure bolt to end of hose protruding through chassis 395 RI BRAKES e Hold the hexagon of the flexible hose at the outside of the bracket and tighten the banjo bolt at the same time ensuring that the two way con nection is not allowed to turn f Reconnect the Bundy tubing to the head of the connection bolt g Replenish hydraulic reservoir with fluid h
91. e windscreen first b The rear of the canopy is then secured to the elbow rail with five bolts Fig 7 10 Fig 7 Hard Top positioned on Elbow Rail at side rear c To position the canopy correctly it may be necessary to spring it over the rear elbow rail This is permissible owing to the flexible nature of the fibreglass material The sidescreens are adjusted see page 9 so that their front edges fit inside the windscreen side beading and 34 35 BODY the top and rear edges fit as close to the canopy as possible On initial fitting of the fibreglass canopy it may be necessary to remove and reposition the sidescreen retainer brackets TO REMOVE FIBREGLASS HARD TOP CANOPY It is essential that the following instructions are carried out in the sequence mentioned difficulty may be experienced if operations b and c are reversed a Remove the side screens from the doors by loosening knurled nuts and lifting side screens b Withdraw the five bolts securing the rear of the canopy to the elbow rail These bolts are waisted to retain them in the mounting flange of the canopy and care must be exercised during their removal to ensure that the shank below the waist does not become locked in the mounting flange Similarly withdraw the three bolts securing the front of the canopy to the windscreen flange 4 With an operator either side of the car lift the c
92. earings and housings can be removed by withdrawing the eight self tapping screws four each bearing 33 34 FUEL SYSTEM g The shaft can now be dismantled by drifting out the mills pin securing the lever assembly to the shaft and collecting a double coil washer and mounting bracket The split pin locating the bracket on the shaft can also be withdrawn TO FIT ACCELERATOR PEDAL L H S Fig 7 a Position the nylon bearing between the half housings and secure both to the bulkhead with eight self tapping screws four each bearing It will be observed that the shaft is drilled at each end the single hole end is on the left hand side and the end with two holes is the right hand end Fit the lever assembly to the right hand end with lever on left hand side and secure with a mills pin to the outer or extreme right hand hole Feed on the shaft the double coil spring washer followed by the support bracket mounting holes to the left Apply pressure to the support bracket to compress the spring and feed split pin through hole in shaft to position bracket Feed metal bush on to left hand end of shaft larger end first Feed shaft and bush into the left hand bearing already fitted to car Posi tion fulcrum of lever assembly in the right hand bearing it may be necessary to withdraw the shaft from the left hand bearing and secure mounting bracket to bulkhead utilising two bolts and lock washers Secure the bush
93. ed in the Clutch Section a Ensure an adequate supply of Lock heed Brake Fluid is in the reservoir of the Master Cylinder Unit and keep the level at least half full throughout the operation Failure to observe this point may lead to air being drawn into the system and the operation of bleed ing will have to be repeated Clean the bleed nipple on one of the wheel cylinders and fit a piece of rubber tubing over it allowing the free end b Ness of the tube to be submerged in a glass jar partly filled with clean Lockheed Brake Fluid e Unscrew the bleed nipple one full turn There is only one bleed nipple to each brake Depress the brake pedal completely and let it return without assistance Repeat this operation with a slight pause between each depression of the pedal Observe the fluid being dis charged into the glass jar and when all air bubbles cease to appear hold the brake pedal down and securely tighten the bleed nipple Remove rubber tubing only when nipple is tightened NOTE Check the level of the fluid in the master cylinder frequently and do not allow the level to fall below half full Seven or eight strokes of thebrake pedal will reduce the fluid level from full to half full e Repeat the operation for the remaining three wheels f Top up master cylinder with Lockheed Brake Fluid and road test car d NY LEAKAGE OF FLUID FROM MASTER CYLINDER Leakage of fluid from the r
94. er Lift off the rotor carefully levering with a screwdriver if neces sary Switch on the ignition and whilst the engine is slowly cranked observe the reading on the car ammeter or on an ammeter connected in series with the battery supply cable The reading should rise and fall with the closing and opening of the contacts if the low tension wiring is in order When a reading is given which does not fluctuate a short circuit or con tacts remaining closed is indicated No reading indicates an open circuit in the low tension circuit or badly adjusted or dirty contacts Check the contacts for cleanliness and correct gap setting as described in Para 2 b Ensure that the moving arm moves freely on the pivot If sluggish remove the arm and polish the pivot post with a strip of fine emery cloth Smear the post with Ragosine Molybdenised non creep oil or Mobil grease No 2 replace the arm If the fault persists proceed as follows Low Tension Circuit Fault Location i No reading in ammeter test Refer to wiring diagram and check circuit for broken or loose con nections including ignition switch Check the ignition coil by substitution Gi Steady reading in ammeter test Refer to wiring diagram and check wiring for indications of a short circuit Check capacitor either by sub stitution or on a suitable tester Check ignition coil by substitution Examine insulation of contact breaker 20
95. es the connecting link by making contact at R and this Section view of Petrol Pump 18 turns passes into the lower body of the petrol pump below the diaphragm assembly and by action of the latter is pumped out by way of the breather hole To obviate tlirs condition an oil seal is fitted round the diaphragm assembly push rod and is prevented from rising with the action of the push rod by a metal retainer staked to the lower pump body Petrol pumps fitted with this oil seal were fitted to engines after No TS 2074E During dismantling this oil seal should not be removed unless it is known to be defective TO CLEAN THE PUMP FILTER The pump filter should be examined every 1 000 miles and cleaned if necessary Access to the filter is gained by loosening the thumb nut situated below the glass sediment chamber at the side of the petrol pump body and swinging the wire frame to NOTATION FOR Fig 3 Description Diaphragm assembly Diaphragm spring Rocker arm Rocker arm fulcrum pin Diaphragm pull rod Engine camshaft Fuel pump cam on camshaft Inlet port Sediment chamber Filter gauze Pump chamber construction allows idling movement of the rocker arm when there is no movement of the fuel pump diaphragm Spring S keeps the rocker arm D in constant contact with cam H and elimin ates noise PETROL PUMP OIL SEAL During very fast cornering oil rises up the cylinder block walls and during right ha
96. eservoir of the master cylinder can be explained as follows a Overfilling which allows fluid to be trapped in the filler cap and leak through the breather hole The fluid level should never be higher than 1 measured from the top of the filler orifice or measured from the under side of the cover plate 394 10 b The breaking up of the filler seal due to foreign matter between it and the rim of the orifice c Leakage has been traced to jets of fluid from one of the cylinder recuper ating holes finding its way past a defective filler cap sealing ring or via the breather hole The latter condition can be corrected by removing the cover plate and turn ing it 180 so that the filler cap is no longer directly above the jets BRAKE AND CLUTCH PEDAL ADJUSTMENT The pedal adjustment is set when the car is assembled and should not require atten tion unless the assembly or adjustment has been disturbed A minimum clearance of 030 is necessary between each push rod and the piston which it operates this free movement can be felt at the pedal pad when it is depressed gently by hand The movement at the pedal pad will be magnified owing to the length of the lever and this movement will become between 4 to Should this free movement not be apparent first check that the pedals are free on their shaft and not prevented to return by some other fault than insufficient clearance between push rod a
97. et head 21 i G b 4 Check oil reservior and replace damper 2 Tune the carburettors as described on page 23 TO ASSEMBLE THE CARBURETTOR S Having ensured the cleanliness and the servicability of all component parts it is suggested that the AEE are as sembled in the following sequence The front carburettor differs from that of the rear insomuch that there are certain additions As and when the additions occur they will be specifically mentioned a Fit the ignition union to the front carburettor this utilises the tapped bore which breaks through into the mixture passage Position the throttle spindle in the body in such a manner that the spindle protrudes less on the left hand side looking at the air cleaner ends 377 b FUEL SYSTEM Exploded view of the S U Carburettor Fig 10 378 20 FUEL SYSTEM S U CARBURETTOR DETAILS Fig 10 Description Body assembly Suction chamber and piston assembly Damper assembly Washer Jet needle Needle locking screw Piston spring Securing screw Shake proof washer Jet head Top half jet bearing Washer Bottom half jet bearing Washer Cork gland washer Copper gland washer Spring between gland washers Jet locking nut Sealing ring Cork washer Jet adjusting nut Loading spring Jet lever Front carburettor Jet lever Rear carburettor Jet lever link Front carbu
98. f Float Chamber Fig 8B Showing the shoulder datum of the Jet Needles Fig 8A For illustration purposes the Jet Lever Sectional view of the 5 0 Carburettor and Link have been turned 90 Fig 8 FUEL SYSTEM THE S U CARBURETTOR NOTATION FOR Fig 8 Ref Ref No Description No Description 1 Throttle butterfly and spindle 15 Jet locking nut 2 Throttle butterfly stop and adjusting screw 16 Compression spring 3 Piston 17 Sealing gland 4 Suction chamber 18 Jet adjusting nut 5 Jet bore 19 Sealing gland 6 Needle 20 Conical washer 7 Needle locking screw 21 Jet head 8 Spring 22 Loading spring 9 Float chamber needle valve 23 Jet lever 10 Float 24 Jet lever link 11 Float lever 25 Jet lever return spring 12 Float chamber attachment bolt 26 Damper piston 13 Jet bush Top half 27 Ignition connection union 14 Jet bush Bottom half 28 Bridge piece 36 THE S U CARBURETTOR a Description The S U carburettor is of the automatically expanding choke type in which the cross sectional area of the main air passage adjacent to the fuel jet and the effective orifice of the jet is variable The variation takes place in accordance with the demand of the engine as determined by the degree of the throttle opening the engine speed and the load against which the engine is operating The distinguishing feature of the type of carburettor is thatan approximately constant air velocity and hence a
99. forward from the rear the vent pipe and capacity gauge tank unit are situated on the upper right hand side of the tank and the pipe feed is taken from the lower right hand side Provision is made for draining the plug being centrally situated on the underside of the tank The petrol feed pipe is brought for ward and to the left hand side of the Chassis As the level of the fuel is above that of the petrol pump union a petrol stop tap is incorportated in the pipeline This will facilitate the dis connection of this union without first 360 draining the petrol tank The tap is fitted to a welded fork bracket on the left hand chassis frame member A flexible hose connects the tap to the fuel lift pump From the petrol pump a metal pipe passes round the front of the engine to the twin S U carburettors Each carburettor is fitted with an individual oil damped A C air filter 2 TO REMOVE PETROL TANK a b NY c d NY e f g h i Drain the petrol from the tank by the centrally situated drain plug in the underside of the tank Remove the centre capping of the rear elbow rail by withdrawing the securing screws Slide this capping to one side until its other end is clear of the side capping The centre can now be withdrawn Remove the carpet fixing screws and ease up carpet to withdraw tank cover board fixing screws by removing the latter the board can be eased away fro
100. front wing to apron and the five bolts the heads of which face the tyre tread c Remove the six bolts from on top of the wing these are situated just beneath the side of the bonnet lid d Remove the door by withdrawing the seven bolts attaching the hinges to the door post and withdraw the nut and bolt from the door check strut This gives access to six bolts at the extreme rear of the wing these can now be removed e Remove the rubber grommet from inside the car and withdraw the bolt from inside the aperture f Remove the bulkhead sealer plate after withdrawing the five bolts from under the wing at rear of arch Withdraw the three bolts situated underneath the sill and behind the arch opening g Free the lower rear end of the wing by pulling outward then lift to disengage the flange of the wing abutting the dash panel 10 TO FIT FRONT WING This is the reversal of the removal but care should be taken to ensure all joints are watertight and that the door closes correctly The sealing bead strip between the wing and apron is fitted with its hole uppermost 344 IX I2 13 14 TO REMOVE REAR WING a Disconnect battery b Remove rear light unit by withdrawing two fixing screws and disconnecting the wires at the snap connectors These will need identification marks if the code colours of the harness are not distinguishable c Jack up the car and remove the appropriate road wheel
101. g of the plungers can be easily felt and adjustments made TO REMOVE WINDSCREEN a Release the hood from the top of the windscreen b Remove windscreen wiper blades and arms e Turn the windscreen stanchion secur ing screws 90 anti clockwise Although these screws are spring loaded it may be necessary to ease the head outwards to ensure that the bolts are quite free 345 NI 19 20 21 22 BODY d With operators each side of the car gently ease the windscreen assembly forward allowing the draught excluder to slide over the wiper blade spindles The windscreen can be withdrawn and lifted from the car TO FIT WINDSCREEN This is the reversal of the removal but the following points should be noted a The stanchion guides should be greased to prevent corrosion b After fitting the screen ensure that the draught excluder are in good con dition and position correctly c Fit the windscreen wiper arms and blades and test for correct arcuate movement TO FIT AERO WINDSCREEN a Remove winsdcreen as described on page 5 The steady bracket can also be removed if desired Withdraw the two chrome headed bolts on each side of the scuttle panel Using these bolts attach the aero windscreen The toe of the mounting bracket should point forward b c Ifitis so desired the normal windscreen can be replaced with the aero screens still in position TO REMOVE DOOR a Withdr
102. generator terminal and the other lead to a good earthing point on the yoke ELECTRICAL EQUIPMENT vi Gradually increase the engine speed when the voltmeter reading should rise rapidly and without fluctuation Do not allow the voltmeter reading to reach 20 volts and do not race the engine in an attempt to increase the voltage It is sufficient to run the generator up to a speed of 1 000 r p m If there is no reading check the brush gear as described in vii below If there is a low reading of approximately i 1 volt the field winding may be at fault see Para 4 e If there is a reading of approximately half the nominal voltage the arm ature winding may be at fault see Para 4 d vii Remove the cover band and examine the brushes and commu tator Hold back each brush spring and move the brush by pulling gently on its flexible con nector If the movement is sluggish remove the brush from its holder and ease the sides by lightly polishing on a smooth file Always replace the brush in its original position If a brush has worn to 34 in length a new brush must be fitted and bedded to the commutator B 505 Fig 5 Testing Brush Spring Tension Test the brush spring tension with a spring scale The tension of the springs when new is 22 25 oz In service it is permissible for this value to fall to 15 oz before performance may be affected Fit new springs if the tension is low If the commutator i
103. ging circuit between the generator and the battery Its function is automatically to connect the generator with the battery when the voltage of the generator is suffi cient to charge the battery and to dis connect it when the generator is not running or when its voltage falls below that of the battery and so prevent the battery from discharging through and pos sibly damaging the generator windings The cut out consists of an electro magnet fitted with an armature which operates a pair of contacts electro magnet employs two windings a shunt winding of many turns of fine wire and a series winding of a few turns of heavier gauge wire The contacts are normally held open and are closed only when the magnetic pull ELECTRICAL EQUIPMENT of the magnet on the armature is sufficient to overcome the tension of the adjusting spring The operation of the cut out is as follows The shunt coil is connected across the generator When the vehicle is starting the speed of the engine and thus the voltage of the generator rises until the electro magnet is sufficiently magnetised to overcome the spring tension and close the cut out contacts This completes the circuit between the generator and the battery through the series winding of the cut out and the contacts The effect of the charging current flowing through the cut out windings creates a magnetic field in the same direction as that produced by the shunt winding This i
104. h the tunnel aperture v Remove the gearbox tunnel after withdrawing battery box drain pipe vi Remove speedometer drive vii Remove control head and steering wheel viii Loosen steering column bracing ix Remove brake handle grip and protect thread with tape to prevent damage when body is lifted d Working at the front of the car i Remove front cowling See page 5 ii Remove front bumpers iii Remove steering column See Steering Section G e Working at the rear of the car Remove over riders complete with brackets f Ensuring that the hand brake is on the body can be lifted when the secur ing bolts or screws as shown in Fig 1 have been withdrawn TO FIT BODY The fitting of the body is the reversal of the removal but the following points should be noted a New packing pieces as detailed in Body Mounting Points page 1 should be used and positioned on the chassis frame as shown in Fig 1 a smear of Bostick C or similar com pound toadhere kings to chassis will assist this operation 342 5 b The thread of the handbrake lever should be protected with tape and the lever placed in the On position c It may be considered desirable to feed guide pins through the extreme front and rear mounting points of the body before lowering it to the chassis Attachment bolts and screws are shown in Fig 1 d It is essential that sufficient seal
105. he battery to avoid any danger of short circuits Remove the heavy cable from the starting motor Remove the mounting bolts and withdraw the starting motor from the engine ii Measuring the light running current Fig 15 Method of measuring stall torque and current Secure the starting motor in a With the motor firmly clamped vice Connect the motor in series a vice attach Brake ares to the with a starter switch an ammeter driving pinion Connect the free capable of measuring 600 amperes end of this arm to a spring scale and 12 volt voltage supply Use Operate the switch and note the cables of a similar size to those in current consumption voltage and the vehicle motor circuit One of the reading on the spring scale the fixing lugs on the drive end The measure of torque can be bracket is a suitable earthing point calculated by multiplying the on the starting motor Connect a reading on the spring scale in voltmeter between the motor ter oo e length of the brake minal and the yoke If a constant voltage bus bar sup Operate the switch and note the ply is used when carrying out the speed of armature rotation using a oe pee d pA tachometer and the readings voltmeter than the appropriate given by the ammeter and volt value given in Para 3 In this meter event a variable resistor of suitable current carrying capacity should While the motor is running at be connected in the battery circuit speed ex
106. he level of the petrol in the tank is above that of the pump TO REMOVE PETROL STOP TAP a Drain the petrol tank b Remove the union of the flexible hose and withdraw from outlet connection of the tap body c Remove the union nut from the lower extremity of the tap and ease out the rigid petrol supply pipe Loosen the jam nut situated on the underside of the welded fork bracket The tap can now be lifted out of the fork d TO FIT PETROL STOP TAP a To the threaded stem of the tap attach the securing nut and plain washer Screw the nut until it is approximately 1 from the abutment shoulder 13 FUEL SYSTEM b Fit the tap into the fork bracket so that the feed to the pump is upper most The two flats on the tap body will assist in locating its position Secure the tap to bracket by tightening the jam nut c Position the rigid petrol feed pipe from tank into lower portion of tap and ensure that the olive is seated before the union nut is attached and tightened d Attach the flexible hose from pump to outlet connection of the tap and secure to give a petrol tight joint e Fill petrol tank open tap and prime pump by hand until the carburettor chambers are full f Start the engine and allow it to run for a short time while inspecting the connections for leaks SERVICING THE PETROL STOP TAP In practice the tap will require little atten tion apart from a periodical inspection to ensure
107. ic reservoir with fluid Bleed all four brakes as described on page 3 g Check the system for fluid leakage by applying firm pressure to the pedal and inspect the line and connections Fig 2 Sectional view of Brake Master Cylinder 00 10V Ut i WH oe gt ror To prevent fluid leakage the cover plate is turned 180 the dotted outline of the filler cap shows this condition on later production cars NOTATION FOR Fig 2 Valve seat Valve body Rubber cup Return spring Spring retainer Rubber cup Piston washer Secondary cup Piston Gasket Boot fixing plate Large boot clip Rubber boot Small boot clip Push rod Cover plate Filler cap Gasket Port in cylinder bore BRAKES 18 TWIN BORE MASTER CYLINDER Description This unit consists of a body which has two identical bores one connected to the brakes and the second to the clutch Each of the bores accommodates a piston having a rubber cup loaded into its head by a return spring in order that the cup shall not tend to be drawn into the holes of the piston head a piston washer is interposed between these parts At the inner end of the bore connected to the brakes the return spring also loads a valve body containing a rubber cup against a valve seat the purpose of this check valve is to prevent the return to the master cylinder of fluid pumped back
108. ically from rotating Excessive brush movement causing arcing at commutator Low brush spring tension worn or out of round commutator Thrown or high segment on commutator Excessive arcing at the commutator Defective armature windings If any fault is indicated the motor must be dismantled see Para 4 c and a further check made c Dismantling Unscrew the terminal nuts from the Remove the cover band hold back the Tire a terminal Ed brush springs and lift the brushes from rom the commutator end bracket their holders Unscrew the two through bolts from the commutator end bracket and ROUGH BOT anis sonia remove the commutator end bracket from the yoke Remove the driving end bracket com plete with armature and drive from os al e Eco c re the starting motor yoke d Bench Inspection After the motor has been dismantled individual items must be examined Fig 16 Showing Starter Motor dismantled as follows P 313 MI TERMINAL EYELETS Fig 17 314 ELECTRICAL EQUIPMENT i Brushgear Where necessary the brushes and brush holders must be cleaned using a fluffless petrol moistened cloth To prevent damage to the com mutator brushes must be replaced when worn to in length The flexible connectors can be removed by unsoldering and the con nectors of the new brushes secured in place by re soldering The b
109. ift out rocker anti clockwise direction and lift out arm pin 26 collecting washers 25 of engagement with link lever 22 rocker arm 23 link lever 22 and Collect the diaphragm spring 11 rocker arm spring 21 No attempt should be made to separate the four layers of the diaphragm as h Invert the upper casting 1 and with it is a riveted assembly The oil draw two valve retaining plate screws seal 15 and retainer 13 can be 8 followed by the retaining plate prised out if known to be defective 7 valves 5 and valve gasket 3 366 i a b c d e f g FUEL SYSTEM TO ASSEMBLE PETROL PUMP Place the figure of eight gasket 3 in position on the valve ports in the upper body 1 Position the inlet valve assembly 5 in the off centre and shallower port with the spring of the valve pointing towards diaphragm The outlet valve 5 is positioned in the centre port with the spring of the valve inside the port itself The valve retainer 7 is secured holding d valves in place with two screws 8 Fit the diaphragm rod oil seal 15 and retainer 13 in the lower body 16 and stake over the wall of the seal recess Position the hand primer shaft 20 with the offset uppermost and with its tongue pointing toward the pump mounting flange Fit the cork washers 18 to the protruding ends of the shaft on each side of the body 16 Fit the hand primer lever 19 and then peen over th
110. ign matter with methylated spirits natured alcohol c Cut out Adjustment i Electrical Setting 0 025 0 030 If the regulator is correctly set but the battery is still not being charged the cut out may be out of adjustment To check the voltage at which the cut out oper ates remove the control box cover and connect the voltmeter be tween terminals D and E Start the engine and slowly increase its speed until the cut out contacts are seen to close noting the voltage at which this occurs This should be 12 7 13 3 volts If operation of the cut out takes place outside these limits it will be necessary to adjust To do this slacken the locknut securing the cut out adjusting screw see Fig 39 and turn this screw in a STOP ARM ARMATURE TONGUE amp MOVING CONTACT ARMATURE SECURING SCREWS 0 018 MIN CUT OUT ADJUSTING SCREW Cut out Air gap Settings clockwise direction to raise the voltage setting or in an anti clockwise direction to reduce the setting Turn the screw only a fraction of a turn at a time and then tighten the locknut Test after each adjustment by increas ing the engine speed and noting the voltmeter readings at the instant of contact closure Elec trical settings of the cut out like the regulator must be made as quickly as possible because of temperature rise effects Tighten the locknut after making the adjustment If the cut out does not o
111. illing room battery and electrolyte should be maintained at between 60 F and 100 F If the battery has been stored in a cool place it should be allowed to warm up to room tempera ture before filling c Batteries filled in this way are up to 90 per cent charged and capable of giving a starting discharge ONE HOUR AFTER FILLING When time permits however a short freshen ing charge will ensure that the battery is fully charged Such a freshening charge should last for no more than 4 hours at the normal re charge rate of the battery During the charge the electrolyte must be kept level with the top edge of the separators by the addition of distilled water Check the specific gravity of the acid at the end of the charge if 1 270 acid was used to fill the battery the specific gravity should now be between 1 270 and 1 290 if 1 210 between 1 210 and 1 230 d Maintenance in Service After filling a dry charged battery needs only the attention normally given to lead acid type batteries 4 BATTERY CABLE CONNECTORS When fitting the diecast cable connectors smear the inside of the tapered hole with petroleum jelly and push on the connector by hand Insert the self tapping screw and tighten with medium pressure only fill in the recess around the screw with more petroleum jelly If the connectors are fitted dry and driven home on the tapered battery posts too tightly difficulty may be experienced when it is require
112. in contact with the brake drum An independent mechanical linkage actuated by a hand lever operates the rear brakes by mechanical expanders attached to the rear wheel cylinder and acts as a parking brake The handbrake is situated in the centre of the car on the right hand side of the gearbox tunnel It is operated by pulling the grip rearwards and operating the push button on top by the thumb when the button is depressed the lever will remain in that rearward position To release the handbrake it is only necessary to pull the lever rear ward sharply and then let it travel forward 2 ROUTINE MAINTENANCE Examine the fluid level in the master cylinder periodically and replenish if nec essary to keep the level 3 below the under side of the cover plate Do not fill completely The addition of fluid should only be necessary at infrequent intervals and a considerable fall in fluid level indicates a leak at some point in the system which should be traced and rectified immediately Ensure that the air vent in the filler cap is not choked blockage at this point will cause the brakes to drag Adjust the brakes when the pedal travels to within 1 of the toe board before solid resistance is felt If it is desired adjustment may be carried out before the linings have become worn to this extent 3 BRAKE LINING IDENTIFICATIONS To afford maximum braking efficiency brake linings of an improved material have been progressively introdu
113. inal E Slowly increase the speed of the engine until the voltmeter needle flicks and then steadies This should occur at a voltmeter read ing between the appropriate limits given in Para 2 a according to the ambient temperature If the voltage at which the reading becomes steady occurs outside these limits the regulator must be adjusted Shut off the engine and remove the control box cover Slacken the locknut of the voltage adjusting screw see Fig 38 and turn the screw a clockwise direction to raise the setting or in an anti clockwise direction to Re make the original connections A generator run at high speed on open circuit will build up a high voltage Therefore when adjust ing the regulator do not run the engine up to more than half throttle or a false setting will be made Doy ii Mechanical Setting The mechanical or air gap settings of the regulator shown in Fig 38 are accurately adjusted before leaving the works and provided that the armature carrying the moving contact is not removed these settings should not be tam pered with If however the armature has been removed the regulator will have to be reset To do this proceed as follows Slacken the fixed contact locking nut and unscrew the contact screw until it is well clear of the armature moving contact Slacken the voltage adjusting screw locking nut and unscrew the adjuster until it is well clear ARMATURE ARMAT
114. ing compound is used to effect a 100 seal at the gearbox tunnel and floor inside the car _ e Care must be taken to connect the overdrive electric cable correctly as damage will result if this instruction is not followed f Both clutch and brake hydraulic systems must be bled at the completion of body replacement g The twin carburettors will need tuning before the car can be used BATTERY BOX DRAIN Fig 2 A battery box drain tube has now been incorporated in normal manufacture and was introduced at Commission No TS 3288 Retrospective action can be taken on earlier cars if so desired as shown in the illustration TO REMOVE AND DISMANTLE FRONT BUMPER It is possible to remove the front bumper from its four support brackets without first removing the latter from the chassis a Remove the over riders by loosening the two nuts behind the inner support brackets The over riders can now be lifted free of the bolt head and the four mouldings collected b Remove the loosened nut followed by the lock and plain washer It is suggested that the bolt remains loose at this juncture c The two outer support bracket nuts are now removed together with the lock and plain washers and the bolts withdrawn Fig 2 BODY d RUBBER TUBE 2 0 x i6 PANEL DEPRESSED AROUND TUBE TO FORM WATER ik PLUNGED HOLE 47 DIA IN GEARBOX TUNNEL 2 63 T
115. ipe Lines NOTATION FOR Fig 1 Description Petrol tank Petrol tank strap Petrol tank strap fixing blot Drain plug Banjo bolt for vent pipe Fibre washer above banjo connection Fibre washer below banjo connection Vent pipe Cork washer Petrol tank gauge unit Petrol filler cap and neck assembly Upper hose clip Description PI Rubber hose connection Lower hose clip Petrol pipe tank to connection Pipe connection Rubber grommet Petrol pipe connection to stop tap Flexible hose Stop tap outlet union nut Brass olive Petrol stop tap Plain washer Jam nut for top attachment 359 FUEL SYSTEM 1 DATA AND DESCRIPTION a b 4 Tank capacity 124 gallons no reserve Petrol Stop Tap Situated on the left hand side of the chassis frame and is connected to the petrol pump by a flexible hose Petrol Pump A C type UE camshaft driven situated on left hand sid of engine Carburettors Twin S U type H4 fitted to inter connected manifold on right hand side of engine Standard needle FV For high speed and competition work GC needles Air Cleaners A C Shpinx type 7222575 Oil damped One fitted to each carburettor The petrol tank is situated forward of the luggage boot and access is gained by removing the trim from the rear of the driver s cockpit The filler cap is a press button release type centrally situated forward of the luggage boot Looking
116. ir filter b Withdraw the two bolts securing the air cleaner to its mounting flange cual The air cleaner and joint washer can now be removed e TO FIT AIR CLEANERS TO CARBURETTORS a Adhere the joint washer to the body of the air cleaner with a smear of grease Ensuring the splash overflow pipe does not foul the air cleaner offer the cleaner to the carburettor in such a manner that the holes adjacent to the setscrew holes are uppermost so that they will align with those holes in the carburettor flange b Secure air cleaners to carburettors with two setscrews and lockwashers each c d Position the splash overflow pipe so that the open end is close to the filtering media and tighten the cap nut in centre of float chamber SERVICING AIR CLEANERS Unless operating in a very dusty climate the AC air cleaners need only be serviced every 5 000 miles It is suggested that in dusty climates the cleaners are serviced at 2 500 miles and this period increased or diminished according to the dirt removed The cleaners should be washed in a bowl containing a mixture of paraffin and petrol until free from dirt After a thorough washing the units should be allowed to dry in clean air When dry they should be filled with engine oil and the surplus oil allowed to drain in clean air The cleaners must be dried and drained in clean air that is as free from dust as possible to ensure maximum cleanliness 29
117. ircuit When the generator voltage reaches a predetermined value the magnetic flux in 333 M Fig 37 334 ELECTRICAL EQUIPMENT the regulator core dt voltage winding b co contacts thereby insert esistance in the generator field The consequent reduction in the generator field current lowers the generator terminal voltage and this in turn weakens the magnetic flux in the regulator core The armature therefore returns to its original position and the contacts closing allow the generator voltage to rise again to its maximum value This cycle is then repeated and an oscillation of the armature is maintained As the speed of the generator rises above that at which the regulator comes into operation the periods of contact separation increase in length and as a result the mean value of the generator voltage under goes practically no increase once this regulating speed has been attained The series or current winding provides a compensation on this system of control for if the control were arranged entirely on the basis of voltage there would be a risk of seriously overloading the generator when the battery was in a low state of charge if the lamps were simultaneous y in use Under these conditions of reduced battery voltage the output to the battery rises and but for the series winding would exceed REGULATOR CUT OUT REGULATOR AND CUT OUT FRAME FIELO RESISTANCE TAPPED SERIES
118. ith the initial charge Initial Charge The initial charging rate is given in Para 2 a Charge at this rate until the voltage and specific gravity read ings show no increase over five suc cessive hourly readings This will take from 40 to 80 hours depending on the length of time the battery has been stored before charging 303 MI ELECTRICAL EQUIPMENT Keep the current constant by varying the series resistance of the circuit or the generator output This charge should not be broken by long rest periods If however the temperature of any cell rises above the permissible maxi mum quoted in Para 2 d the charge must be interrupted until the tem perature has fallen at least 10 F below that figure Throughout the charge the electrolyte must be kept level with the top of the separators by the addition of acid solution of the same specific gravity as the original filling in acid until specific gravity and voltage read ings have remained constant for five successive hourly readings If the charge is continued beyond that point top up with distilled water At the end of the charge carefully check the specific gravity in each cell to ensure that when corrected to 60 F it lies within the specified limits If any cell requires adjustment some of the electrolyte must be siphoned off and replaced either by distilled water or by acid of the strength originally used for filing in depending on whether the specific g
119. l at every working stroke of the pump namely once every two revolutions of the engine TO REMOVE PETROL PUMP FROM ENGINE a Turn off at petrol stop tap and remove the flexible hose from the tap first then remove the hose from the pump b Remove fuel feed from pump to carb urettor at its pump connection Z c ld ij For a fp ej Remove the two pump securing nuts and spring washers Note the oil pressure pipe clip is attached to the rear stud The pump can be removed from the cylinder block together with the pack ing FIT PETROL PUMP TO ENGINE Place a new packing of correct thick ness on the pump attachment studs followed by the pump Secure with foremost nut and lock washer finger tight ght Position on the rear stud the oil pressure pipe clip secure with nut and lock m washer Tighten both nuts Attach the flexible hose to the for ward end of the pump Attach and secure the rigid end to the petrol stop tap Turn on petrol and prime pump with hand lever until the glass sediment and carburettor float chambers are full Start and run the engine for a few momentis and examine the connections for leaks DISMANTLE PETROL PUMP Notation see Fig 5 Clean the exterior of the pump and with a file mark the two fianges with a small cut Loosen the thumb nut under the glass t chamber 6 and swing the clear The sediment chamber can now be lifted
120. lockwise to lower the beam Adjust ment in the horizontal plane is effected by turning the two spring loaded screws at the sides of the Light Unit PACKING CLIP lt SEATING SECURING Le CQ 23 L RIM Fig 26 Light Unit Replacement 4 RENEWAL OF LIGHT UNIT Remove the Light Unit and bulb With draw the three small screws from the unit rim to separate the unit rim and seating rim from the Light Unit Position the replacement Light Unit on the seating rim taking care to see that the locating clips at the edge of the Light Unit fit into the slots in the rim Ensure that the unit rim is correctly positioned before securing in position by means of the three small screws Refit the bulb adapter etc CONTROL BOX Model RBr06 1 I GENERAL The control box shown in Fig 27 contains two units a voltage regulator and a cut out Although combined structurally the regulator and cut out are electrically sepa rate Both are accurately adjusted during manufacture and the cover protecting them should not be removed unnecessarily Cable connections are secured by grub screw 323 MI ELECTRICAL EQUIPMENT cuy OUT ADJUSTING SCREW LOCKNUT AWS VOLTAGE SGD ONS f Teig Daum REGULATOR ADJUSTING SCREW SCREWS SECURING FIXED CONTACT BRACKET Fig 27 Control Box with Cover removed The Regulator The regulator is set to maintain the generator terminal voltage be
121. low ohmic reading indicates that the field coils are earthed to the yoke and must be replaced Replacing the field coils Unscrew the four pole shoe re taining screws using a wheel operated screwdriver Remove the insulation piece which is fitted to prevent the inter coil connectors from contacting with the yoke Mark the yoke and pole Testing for Open Circuit in the field coils 15 shoes in order that they may be refitted in their original positions Draw the pole shoes and coils out of the yoke and lift off the coils Fit the new field coils over the pole shoes and place them in position inside the yoke Ensure that the taping of the field coils is not trapped between the pole shoes and the yoke Locate the pole shoes and field coils by lightly tightening the fixing screws Replace the insulation piece be tween the field coil connections and the yoke Finally tighten the screws by means of the wheel operated screwdriver v Bearings Bearings which are worn to such an extent that they will allow excessive side play of the armature shaft must be replaced To replace the bearing bushes pro ceed as follows 0506 SSRI ERS ROSIE ST lo Kx 5 525 Method of fitting Bearing Bushes Press the bearing bush out of the end bracket Press the new bearing bush into the end bracket using a should ered highly polished mandrel of the same diameter as
122. ly Nut Lock washers under nuts 399 Fig 4 BRAKES h Position the cover plate on the body in such a manner that the filler cap is nearer the outlet ports This will ensure the jets of fluid from the cylinder will impinge upon the plate and so avoid possible leakage through the filler cap Ensure that the joint washer and filler cap sealing ring are in good order and that the vent hole is clear Test the assembly by filling the tank with Lockheed Hydraulic Brake Fluid to within 1 of the filler orifice top Then push the piston inward and it should return without any assistance after a few aplications fluid should be ejected from the outlet connections i i Sectional view of Front Brake Cylinder 23 FRONT WHEEL CYLINDERS Description The front wheel slave cylinders are mounted rigidly to the back plates inside the brake drums and between the ends of the brake shoes One cylinder is mounted at the front and the other cylinder at the rear of each brake plate and each cylinder operates one shoe only They are connected by a bridge pipe single piston in each cylinder acts on the leading tip of its respective shoe whilst the trailing tip of the shoe finds a floating anchor by utilising the closed end of the actuating cylinder of the other shoe as its abutment Between the piston and the leading tip of each shoe is a Micram adjuster which is located in a slot in the shoe 10 24
123. m dee ume Codes ees 6 Front Door Sealing 44 ees due em 6 To remove Door Lock 2 2 0 0 6 To fit Door Lock o 024m ek me 3S 6 remove Gearbox Tunnel IU 7 To fit Gearbox Tunnel 2 2 0002 8 To remove Hood and Fittings s ss 8 To fit Hood and Fittings bar Maso ados 8 Water Sealing of Hood Seams ne tee 8 Adjustment of Side Curtains 2 2s 2n 9 To prepare car for Fibreglass Hard Top ees 9 Fitting Fibreglass Hard Top Canopy duet 10 To remove Fibreglass Hard Top Canopy 11 To remove and Dismantle Luggage Boot Lid 11 To fit Luggage Boot Lid 11 To remove and Dismantle Spare Wheel Lid 11 assemble Spare Wheel Lid 2 11 To fit Smiths Circular Heater CHS 920 4 2 2 12 LIST OF ILLUSTRATIONS Page Bedy mounting points 1 Fig 9 Assembling water pipe connectors 12 Battery box drain 3 Fig 10 Releasing steering support rod Front door water sealing 7 Fig 11 Location of heater control switch 13 Hard to indscreen brackets 9 Fig 12 The heater unit ready for assembly 13 Bridge pieces in position 10 Fig 13 Fitting heater hoses 14 Protectio e 10 Fig 14 Heater unit in position Hard top rear attachments en lt 10 Fig 15 Showing position water pipes ee O2 Fig 16 Exploded view of
124. m the side capping and the upper retaining clips Remove the rear cover board from inside the luggage boot The lower ing screws are under the front edge of the carpet Loosen hose clips on filler pipe as sembly and unscrew filler cap Ease the short hose from the filler neck of the tank Remove banjo bolt securing vent pipe to tank Remove cable from petrol gauge tank unit Remove petrol feed pipe from under side of tank This may have already been disconnected to facilitate draining Remove the four tank securing bolts and the lock washers followed by the tank straps and felts The tank can be removed from the car in a forward direction Tape the opening of the tank as a precaution against the entry of dirt 3 FUEL SYSTEM TO FIT PETROL TANK After ensuring that the tank is perfectly sound and clean it can be replaced in the car The recommended method of testing the tank is to clean the exterior with a wire brush blank off the filler pipe and all but one union then connect to a compressed air line Submerge the tank in water and slowly fill the tank with air Faults will clearly be seen by escaping air The replacement of the tank is the reversal of the removal It is a wise precaution to run the engine for a short time to observe the connections for leaks before replacing the trim PETROL GAUGE Description The petrol gauge comprises two com ponents the dashboard meter and the tank unit
125. moved by withdrawing the screws and fastener pegs and aluminium plate securing the webbing strap to the rear elbow rail c Withdraw the two dome headed screws one each side securing the frame to the pivot bracket The bracket can then be detached from the body by the with drawal of four countersunk screws 2 each side d The webbing strap can be removed by withdrawing the two screws and aluminium plate at each attachment point e The frame is a riveted construction and unless any servicing is required the frame rivets should not be disturbed f The fastener pegs may be withdrawn from the body by turning the hexagon head The canopy fasteners can be withdrawn by removal of the nut on the inside of the canopy utilising a forked tool TO FIT HOOD AND FITTINGS The fitting is the reversal of removal but care should be taken with the following points 348 30 a That the front draught excluder is in good condition b All canopy fasteners are securely fitted and operate correctly All seams are fully watertight and if any new panels fitted or stitching carried out the stitching should be coated with Everflex Stitch Sealing Lacquer See below WATER SEALING OF HOOD SEAMS When panels have been replaced in the hood or tonneau cover it is essential that the stitching should be sealed Failure to observe this instruction may cause water leaks not only at the seam itself but by the i
126. n approximately constant degree of depression is at ail times maintained in the region of the fuel jet This velocity is such that the air flow demanded by the engine in order to develop its maximum power is not appreciably impeded although good atomisation of the fuel is assured under all conditions of speed and load The maintenance of a constant high air velocity across the jet even under idling conditions obviates the necessity for an idling jet A single jet only is employed in the S U carburettor b Construction For Notation see Fig 8 and 8A The main constructional features of the carburettor in its simplest form are shown in Figs 8 and 9 which illustrate the horizontal type carburettor The diagrams illustrate the main body butterfly throttle automatically expanding choke and variable fuel jet arrangement They also indicate the means whereby the jet is lowered by a manual control to effect enrichment of the mixture for starting and warming up A float chamber of the type employed is illustrated in Fig 8a Turning to Fig 8 it will be seen that a butterfly throttle mounted on the spindle 1 is located close to the engine attachment flange at one end of the main air passage and that an adjustable idling stop screw 2 is arranged to prevent complete closure of the throttle thus regulating the flow of mixture from the carburettor under idling conditions with the accelerator released At the outer end of th
127. ncreases the magnetic pull on the armature so that the contacts are firmly closed and cannot be separated by vibration When the vehicle is stopping the speed of the generator falls until the generator voltage is lower than that of the battery Current then flows from the battery through the cut out series winding and generator in a reverse direction to the charging current This reverse current through the cut out will produce a differ ential action between the two windings and partly de magnetise the electro magnet The spring which is under constant ten sion then pulls the armature away from the magnet and so separates the contacts and opens the circuit Like the regulator operation of the cut out is temperature controlled by means of a bi metallic tensioning spring SETTING DATA a Regulator Open circuit setting at 20 C and 1500 dynamo r p m 15 6 16 2 volts NOTE For ambient temperatures other than 20 C the following allow ances should be made to the above setting For every 10 18 F above 20 subtract 0 3 volt For every 10 below 20 C add 0 3 volt 35 3 b Cut out Cut in voltage 12 Drop off voltage 8 Reverse current 3 SERVICING a Testing in position to locate fault in charging circuit If the generator and battery are in order check as follows i Ensure that the wiring between battery and regulator is in order To do this disconnect the wire from
128. nd 364 Description Inlet or suction valve Outlet or delivery valve Outlet port Contact point between rocker arm and link lever Rocker arm spring Link lever Oil seal and retainer Petrol pump with this oil seal were fitted to engines after No TS 2074E one side The sediment chamber can be removed followed by the cork gasket and gauze filter The gauze filter should be cleaned by a blast of air or washing it in clean petrol The cork gasket should be inspected for condition and replaced if broken or hard The glass sediment chamber should be cleaned and its upper rim inspected for chips GAUZE FILTER 7 CORK SEAL SEDIMENT BOWL Pig 4 19 FUEL SYSTEM Cleaning the Pump Filter The replacement of the filter is the reversal of the removal The thumb nut should be tightened sufficiently to make a good seal overtightening tends to harden the seal which then looses its sealing properties The hand priming pump should be used to fill the sediment chamber and carburettor float chambers The engine should be started and run for a few minutes so that the pump may be observed for leaks TESTING WHILE ON ENGINE With the engine stopped and switched off the pipe to the carburettor pipe should be disconnected at the pump and replaced by a shorter tube leaving a free outlet from the pump The engine is then turned over by hand when there should be a well defined spurt of petro
129. nd drill the windscreen beading Transfer windscreen brackets from the canopy to the beading and secure with the fixing screws Fig 4 Fig 4 g h Hard top Attachment Brackets fitted to Windscreen Reposition the canopy on the car and secure it to the windscreen Check the position of the bridge pieces relative to the fixing holes in the elbow rail If the holes do not align correctly it may be necessary to elongate the holes in the body On cars previous to Commission No TS 6820 these holes will need to be drilled Mark the position of the brackets on the elbow rail and identify them to these positions Release the canopy at the windscreen and remove from car Remove the bridge pieces from the canopy and secure them to the elbow rail with screws in accordance with their position and identification mark ings to a tapping plate fed in from the rear luggage compartment Fig 5 In order to simplify this operation it is suggested that the shank of a 2BA bolt is brazed to one end of a carburettor choke control cable or similar piece of wire To this assembly when fed through a bridge piece toward the rear of the car can be attached a tapping plate The wire is now drawn back into the car until the plate is positioned under the elbow rail The plate can now be secured to the bridge piece by one screw and the second screw fitted when the wire has been removed 349 NI Fig 5 BODY Bridge
130. nd identify Remove dome nut from door lever and withdraw two screws to remove lock plate d e Withdraw the screws and cup washers from edge of door trim and remove trim f The lock can be detached by re moving the four screws holding the plate to the door frame g The door check can be removed by first removing the nut and bolt attach ing the strap to the door post Then remove from the door by withdrawing the two attachment screws TO FIT DOOR LOCK The fitting of the door lock is the reversal of the removal The following points should be noted a To ensure satisfactory operation of the lock it should be greased before fitting b After fitting the lock to the door frame it should be set in conjunction with the striker dovetail BODY EQUALLY SPACED APPROX 2 PITCH NOTE 77H CLIP IN PILLAR I4 DIA HOLES SEALING RUBBER 603257 SECTION THRO ATTACHMENT POINT Ue RE Qa NY Fig 3 Front Door Water Sealing For illustration purposes only the right hand door is shown c When fitting the side screen retainer d Withdraw the sixteen fixing bolts brackets the correct position is only around the flange of the tunnel obtained by fitting them so that the On early R H S production cars it is heads of the locking screws face necessary to remove the dipper switch inwards Having replaced the and bracket 3 bolts brackets it is a wise p
131. nd piston ADJUSTING THE BRAKE PEDAL a Loosen the jam nut on the shank of the pedal limit stop screw and screw it anti clockwise approximately away from the master cylinder support bracket b Vy Push the operating push rod end into the master cylinder until it just contacts the piston Screw up limit stop screw to meet the push rod fork end but do not allow the rod to be pushed further into the piston Screw the jam nut so that it makes contact with the master cylinder support bracket c Unscrew the pedal limit stop screw together with the jam nut so that a 030 feeler gauge will pass between nut and support bracket 12 13 BRAKES d Holding the pedal limit stop screw turn the jam nut to the support bracket and tighten NOTE The clutch pedal is set in a similar way but it must be remembered that adjustment at the slave cylinder may also be necessary to obtain the correct free pedal movement TO REMOVE FRONT LEFT HAND FLEXIBLE HOSE a Open bonnet and disconnect battery and wires to stop light switch b Drain the hydraulic system of fluid Hold hexagon of hose near its bracket c Withdraw the banjo bolt from the banjo connection The stop light switch attached to this bolt need not be removed d Holding the hexagon on the outside of the bracket with a spanner remove the larger sized locking nut and shake proof washer e The hose can be withdrawn from its bracket and now rem
132. nner backing material acting as a wick and spreading the water to other parts of the component The sealing compound recommended is Everflex Stitch Sealing Lacquer This is obtainable from our Spares Department in 4 oz tins It should be noted that the lacquer is highly inflammable and as such must comply with the limitations imposed upon transport and storing of such materials The seams or stitching to be treated should be first carefully cleaned with a small nail brush using soap and water and then left to dry The Everflex Stitch Sealing Lacquer must be applied in a warm work shop to dry material and to both sides of the seams In no circumstances must it be allowed to come into contact with the transparent plastic windows owing to the solvent effect of this lacquer upon such material The lacquer should be applied by a brush with light even strokes and as it dries quickly excessive brushing must be avoided Two coats are usually sufficient allowing ten minutes drying time at room temper ature between each coat Immediately upon completion of the lacquer ing the component should be heat treated to improve the bonding of the coating Thirty minutes heat treatment at 220 F is recommended and should not be exceeded The use of an infra red lamp should be avoided A lower temperature than that recom mended in the previous paragraph may be 31 32 BODY used or a hot air blast can be directed to the
133. o the tap the special extension 27 so that this protrudes from the engine on the R H side of the unit Fig 8 SPECIAL EXTENS Fig 8 Fitting Tap Extension 4 Install the taper threaded end of the female adapter 32 into the back of the pump housing Attach the metal return pipe 29 to this adapter with the olive and union nut Secure the pipe steady bracket to the rear of the two ignition coil fixing bolts 5 Remove the two plates and rubber washers one from each side of the bulkhead after withdrawing the chamfer headed screws Assemble the metal water pipe connecters 22 with their rubber washers 21 into these two apertures securing each with two chamfer headed screws Fig 9 6 Attach the two short lengths of rubber water hose 26 to the forward ends of these metal connecters fitting the other ends of 352 Fig 9 Assembling Water Pipe Connecters these hoses to the previously installed tap adapter tube and the metal return pipe on the right and left sides of the car respec tively Remove the trimmed glove casing after the withdrawal of the four screws Working underneath the dashboard re move the four nuts spring and plain washers two from each side those on the steering side of the car secure the U shaped steering bracket support rod Fig 10 Releasing Steering Support Rod when fitting Demister Nozzle to steering side of car BODY It will be ne
134. oat chamber to the jet orifice It will be seen that the spindle upon which the piston 3 is mounted is hollow and that it surrounds a small stationary damper piston suspended from the suction chamber cap by means of the rod 26 The hollow 375 PI 37 FUEL SYSTEM interior of the spindle contains a quantity of thin engine oil and the marked retarding effect upon the movement of the main piston assembly occasioned by the resist ance of the small piston provides the momentary enrichment desirable when the throttle is abruptly opened The damper piston is constructed to provide a one way valve action which gives little resistance to the passage of the oil during the downward movement of the main piston An ignition connection 27 in Fig 8 or 33 in Fig 9 is provided for use in con juction with suction operated ignition advance mechanism and is fitted to the front carburettor only THROTTLE AND MIXTURE CONTROL INTERCONNECTION Fig 9 A direct connection is provided between the jet movement and the throttle opening Such an interconnection ensures that the engine will continue to run when the mixture is enriched by lowering the jet without the additional necessity of main taining a greater throttle opening than is normally provided by the setting of the slow running screw 2 Fig 9 376 Throttle and Mixture Control intercon nection 18 38 The mechanism involved in this inter connection is
135. ockwise direction to raise the voltage set ting or in an anti clockwise direc tion to reduce the setting Turn the screw only a fraction of a turn at a time and then tighten the locknut Test after each adjust ment by increasing the engine speed and noting the voltmeter readings at the instant of contact closure Electrical settings of the cut out like the regulator must be made as quickly as possible because of the temperature rise effects Tighten the locknut after making the adjustment If the cut out does not operate there may be an open circuit in the wiring of the cut out and regulator unit in which case the unit should be remo for examination or replacement 327 328 ELECTRICAL EQUIPMENT ii Mechanical Setting If for any reason the cut out armature has to be removed from the frame care must be taken to obtain the correct air gap settings on re assembly see Fig 31 These can be obtained as follows Slacken the two armature fixing screws adjusting screw F and the screw securing the fixed contact Insert a 0 014 gauge between the back of the armature and the cut out frame The air gap between the core face and the armature shim should now measure 0 011 0 015 If it does not fit a new armature assembly Press the armature back against the gauge and tighten the armature fixing screws With the gauge still in position set the gap between the armature and the stop plate arm to 0 0
136. of each carburettor no more than 35 The mixture is correct when this operation causes no change in engine R P M When the engine slows down with this operation it indicates the mixture is too weak and it should be enriched by unscrewing the jet adjusting nut An increase of engine speed during this operation indicates that the mixture is too rich and consequently it should be weakened off by screwing up the jet adjusting nut The mixture setting should now give a regular and even exhaust beat it is irregular with a splashy type of misfire and a colourless exhaust the mixture is too weak A regular or rhythmical type of misfire in the exhaust note possibly with a blackish exhaust indicates the mixture is too rich The jets of both carburettors should be held against the adjusting nuts before replacing the mixture control linkage which should be adjusted as necessary and simi larly the throttle should be held tight against their respective idling stops before n the folding coupling clamp bolt 382 24 46 CARBURATION DEFECTS In the case of unsatisfactory behaviour of the engine before proceeding to a detailed examination of the carburettor it is advis able to carry out a general condition check of the engine in respects other than those bearing upon the carburation Attention should in particular be directed towards the following The ignition system Incorrectly adjusted contact breaker gap Dirty or
137. oints a The sealing beading is adhered to the apron in such a manner that the hole is adjacent to the uppermost hole of the I7 18 apron and the remaining slotted holes are adjacent to the lower holes The electrical wires are connected with regard to their colour identifica tions and the wiring diagram as found in the Electrical Equipment Section M or the special identifications if the colours are not distinguishable b c On completion of the fitting the bonnet lid must be lowered gently to ascertain that the lock plungers and locks align correctly See notes below ADJUSTMENT TO BONNET LOCKS On cars prior to Commission No T S 4229 the bonnet locks were cable operated It is essential when the bonnet lid or front apron have been removed that the bonnet locks are checked for alignment and the operating cables are correctly set a It must be positively determined that when the bonnet release knob is operated the release levers of the locks are pulled clear of the plunger apertures This can be ascertained by an operator in the car and an observer at thelocks If the release lever is not fully clear the cable must be adjusted b Plunger centres and apertures must be identical Longtitudal positioning of the plungers can be approximated by positioning on the lock centres First attempt at closing the bonnet lid should be done with gentle pressure and the locking mechanism released Any foulin
138. olt is fed in from inside the car through the aperture in the pocket wall This bolt passes through two adjustment brackets one 397 b NY 2I BRAKES either side of the support bracket With the washers in place screw on nut finger tight d Connect the Bundy tubing to the master cylinder connections through the aperture at the rear of the master cylinder The clutch operating pipe is fitted to the adapter on the left and the brake operating pipe which is on the right direct to the master cylinder e Attach the piston rod fork ends to the pedals so that the heads of the clevis pins are nearest the centre line of the master cylinder assembly Secure clevis pins with new split pins after fitting double coil spring and plain washers Loosen the jam nuts of the adjusting brackets at both sides of the support bracket and turn the front nut in a clockwise direction to bring the master cylinder assembly forward to its fullest extent g Secure master cylinder to support bracket by tightening nuts of securing bolts Lock up jam nuts to the adjust ing bracket h Adjust pedal clearance as described on page 4 i Replenish fluid reservoir with clean Lockheed Brake Fluid Bleed brakes as described on page 3 Bleed clutch as described in Clutch Section D j Check the system tor fluid leaks by applying firm pressure to the foot pedals and inspecting the line and connections for leaks k Repl
139. on or the armature is to be replaced in this event the armature should be removed from the end bracket by means of a hand press c Commutator INSULATOR RIGHT WAY Fig 7 A commutator in good condition will be smooth and free from pits or burned spots Clean the commutator with a petrol moistened cloth If this is ineffective carefully polish with a strip of fine glass paper while rotating the armature To remedy a SEGMENTS INSULATOR WRONG WAY Showing the Correct and Incorrect Ways of undercutting Commutator Insulation badly worn commutator mount the armature with or without the drive end bracket in a lathe rotate at high speed and take a light cut with a very sharp tool Do not remove more metal than is necessary Polish the commutator with very fine glass paper Undercut the insulators between the segments to a depth of 45 with a hack saw blade ground down to the thickness of the insulator jjj gm NM Fig 8 308 9 RM rn NY MW Method to be used when undercutting Commutator Insulation e The testing of the armature winding requires the use of a volt drop test and growler If these are not available the armature should be checked by substitution No attempt should be made to machine the armature core or to true up a distorted armature shaft To remove the armature shaft from the drive end bracket and bearing support the bearing retaining plate
140. on the second end of the lever return spring to the jet lever y Feed the upper end of the tension link through the rocker lever of the front carburettor from behind and the second end through the jet lever Secure both ends with split pins z Select the front carburettor jet lever link this is distinguished by the pinch bolt at one end This is attached to the lug at the rear of the jet assembly and again to the elbow of the jet lever in such a manner that the pinch bolt end of this link points to the rear Both attachments are made by clevis pins and split pins The assembly of the jet lever and jet lever link to the rear carburettor is very similar Both components are shorter than those fitted to the front carburettor 44 TO ADJUST THE FUEL LEVEL IN THE FLOAT CHAMBER Fig 11 The level of the fuel in the float chamber is adjusted by setting the fork lever in the float chamber lid It is suggested that the following procedure for its adjustment is adopted a Remove the banjo bolt of the fuel connection and collect the two fibre washers and filter HINGED LEVER TEST BAR FLOAT NEEDLE 45 b Loosen the screw securing the float chamber support arm to the carb urettor body c Withdraw the cap nut from the centre of the float chamber lid and remove washers and splash overflow pipe d Swing the support arm clear to lift the lid of the float chamber and joint washer e The set of the forked leve
141. opper washer on the shoulders of the upper half jet bearing and with the shoulder uppermost balance the top half bearing on the cork gland washer of the jet assembly j Feed the assembly mentioned in h and i into the carburettor body and secure with the sealing nut k Fit the float to the pillar of the float chamber this is symmetrical and can be fitted either way up 1 The needle valve body is secured in the float chamber cover position valve needle and hinge lever and insert pin Adjust as described on page 23 m Assemble the splash overflow pipe to the cap of carburettor float chamber with a washer interposed between n Fit the float chamber cover to the float chamber and attach cap nut as assembled in operation m The nut is left loose at this juncture 380 o p r s t u v Fit the jet needle to the piston as sembly and ensure that its lower shoulder is flush with that of the piston The piston and jet needle is now fitted to the body assembly so that the brass dowel in the carburettor body Jocates the longitudinal groove in the piston With the smaller diameter of the coil spring downwards position the spring over the polished stem of the piston Fit the suction chamber over the spring and piston stem allowing the spring to position itself outside the suction cham ber centre The suction chamber is secured to the carburettor body by three screws these are
142. otation For Fig 1 1 A C Air Cleaners Data and Description 2 Description 2 10 To remove Petrol Tank 2 2 To remove Air Cleaners ee 10 To fit Petrol Tank Mis 3 To fit Air Cleaners 10 Petrol Gauge Servicing Air Cleaners 2 2 2 10 Description _ woe oem 3 Disconnection of Throttle controls 11 Precautions when carrying out tests 3 To remove Accelerator Pedal R H S 11 To test Dash Meter 2 3 To fit Accelerator Pedal R H S 11 To test Tank Unit 2 2 3 To remove Accelerator Pedal L H S 11 Fault Location for Petrol Gauge 4 Notation for Fig 7 12 To remove Flexible Petrol Feed Pipe 4 Tott Accelerator Pedal LHS 13 To fit Flexible Petrol Feed Pipe st 4 To remove Carburettors from Manifold 13 SP Tap To fit Carburettors from Manifold 13 eScription 2 us Petrol Stop Tap 4 The 5 0 Carburettor To fit Petrol Stop Tap Wk o siis 4 Notation for Fig 8 wit dum uu 5 Servicing the Petrol Stop Tap ce 5 Description 2 s 15 To dismantle Petrol Stop Tap 5 Construction 22 02 15 To assemble Petrol Stop Tap 5 Throttle E Mixture Control Inter Fuel Pump connection 2 18 Description 5 Effect of Altitude and Climate extremes Notation for Fig 3 2 sa 6 on Standard Tuning 18 clean the P
143. ously 324 24 Under these conditions of reduced battery voltage the output to the battery rises and but for the series winding would exceed the normal rating of the generator The mag netism due to the series winding assists the shunt winding so that when the generator is delivering a heavy current into a dis charged battery the regulator comes into operation at a somewhat reduced voltage thus limiting the output accordingly As REGULATOR CUT OUT REGULATOR AND CUT OUT FRAME FIELD RESISTANCE TAPPED SERIES CONTROL BOX Internal Connections lt gt lt gt D lt gt D D lt gt c Fig 28 shown in Fig 28 a split series winding is used terminal A being connected to the battery and terminal A1 to the lighting and ignition switch By means of a temperature compensation device the voltage characteristic of the generator is caused to conform more closely to that of the battery under all climatic conditions In cold weather the voltage required to charge the battery increases whilst in warm weather the voltage of the battery is lower The method of compen sation takes the form of a bi metallic spring located behind the tensioning spring of the regulator armature This bi metallic spring by causing the operating voltage of the regulator to be increased in cold weather and reduced in hot weather compensates for the changing temperature character istics of
144. oved from the wheel cylinder Care should be taken to ensure that the entire length of hose is turned whilst it is being removed from the wheel cylinder TO FIT FRONT LEFT HAND FLEXIBLE HOSE Clean all components so that dirt does not enter system a Secure hose to wheel cylinder b Thread end of hose through chassis frame bracket and feed on shake proof washer and locknut c Set hose by holding hexagon with a spanner tighten locknut to bracket assembly whilst still holding hexagon with spanner d Fit the larger diameter gasket to the banjo bolt and feed bolt through banjo connection fit smaller diameter gasket to bolt Feed bolt into hose end attached to bracket and secure finger tight It will be seen that there is a gasket between the head of the banjo bolt and the banjo connection and a second gasket between the connection and the thread of the hose protruding through the bracket 14 15 e Holding the hexagon of the flexible hose at the outside of the bracket tighten the banjo bolt f Screw stop light switch into head of banjo bolt still holding the hexagon of the hose g Replenish hydraulic reservoir with fresh fluid h Bleed all brakes as described on page 3 i Check the system for fluid leakage by applying firm pressure to the pedal and inspect the line and connections TO REMOVE FRONT RIGHT HAND FLEXIBLE HOSE a Drain hydraulic system b Holding the banjo bolt of th
145. p and withdraw the defective bulb from the Light Unit Re assembly of the Light Unit to the lamp is a reversal of the above procedure CENTRE LINE DISTANCE BETWEEN CONCENTRATED OF VEHICLE CENTRES OF HEADLAMPS AREA OF LIGHT HEIGHT OF CENTRES OF LAMPS FROM GROUND A FRONT OF VEHICLE TO BE SQUARE WITH SCREEN B VEHICLE TO BE LOADED AND STANDING ON LEVEL GROUND C RECOMMENDED DISTANCE FOR SETTING IS AT LEAST 25FT b FOR EASE OF SETTING ONE HEADLAMP SHOULD BE COVERED Fig 25 Diagram showing Headlamp Beam Setting 3 SETTING In overseas markets lamps must be set to comply with local lighting regulations a Ministry of Transport Lighting Regulations United Kingdom The Lighting Regulations state that a lighting system must be arranged so that it can give a light which is incap able of dazzling any person standing on the same horizontal plane as the vehicle at a greater distance than twenty five feet from the lamp whose eye level is not less than three feet six inches above that plane The headlamp must therefore be set so that the main beams of light are parallel with the road and with each other b Adjustment of Setting Slacken the captive securing screw at the bottom of the front rim and remove the rim and dust excluding rubber The spring loaded adjustment screws are now accessible To adjust the vertical setting turn the screw at the top of the lamp clockwise to raise the beam and anti c
146. perate there may be an open circuit in the wiring of the cut out and regulator unit in which case the unit should be removed for examination or replacement ii Mechanical Setting If for any reason the cut out armature has to be removed from the frame care must be taken to obtain the correct air gap settings on re assembly These can be obtained as follows Slacken the adjusting screw lock ing nut and unscrew the cut out adjusting screw until it is well clear of the armature tension spring Slacken the two armature securing Screws Press the armature squarely down against the copper sprayed core face and re tighten the arma ture securing screws Using a pair of suitable pliers adjust the gap between the arma ture stop arm and the armature tongue by bending the stop arm The gap must be 0 025 0 030 when the armature is pressed dep down against the core ace it Similarly the fixed contact blade must be bent so that when the armature is pressed squarely down against the core face there is a minimum follow through or blade deflection of 0 010 The contact gap when the arma ture is in the free position must be 0 0187 againim ume R out adjusting screw as described under Para 3 c i 337 MI 338 ELECTRICAL EQUIPMENT iii Cleaning Contacts If the cut out contacts appear rough or burnt place a strip of fine glass paper between the con tacts then with
147. ppression Under no circumstances must a short non resistive brush be used as a replacement for one of these longer resistive brushes The Pre tilted Contact Breaker Unit During 1955 an improved contact breaker unit was introduced on the DM2P4 distri butor Important features of this pre tilted contact breaker unit are improved sensi tivity of vacuum control and elimination of any tendency for the moving contact breaker plate to rock at high cam speeds Contact adjustment has also been simplified ROUTINE MAINTENANCE In general lubrication and cleaning con stitute normal maintenance procedure a Lubrication every 3 000 miles Take great care to prevent oil or grease from get ng on or near the contacts Add a few drops of thin machine oil through the aperture at the edge of the contact breaker to lubricate the centrifugal timing control Smear the cam with Mobilgrease No 2 Lift off the rotor arm and apply to the spindle a few drops of Ragosine Molybdenised non creep oil or thin machine oil to lubricate the cam 318 18 Fig 22 b SCREW SECURING CABLE Fitting H T Cables bearing It is not necessary to remove the exposed screw since it affords a clearance to permit the passage of oil Replace the rotor arm carefully locat ing its moulded projection in the keyway in the spindle and pushing it on as far as it will go Cleaning every 6 000 miles Thoroughly clean the moulded dis t
148. py of these instructions will be packed in each carton Fig 16 Exploded view of Heater kit NOTATIONS Description Demister Nozzle 2 off Demister Hose R H Demister Hose L H Demister Pipe Y shaped Air Duct Alloy Elbow Piece Elbow Piece Securing Screw Heater Unit Securing Nuts for Attachment Bracket 3 off Spring Washers 3 off Earth Wire Feed Wire to Heater Unit Snap Connecter Feed Wire from Control Switch Control Switch Feed Wire from Live Side of Windscreen Wiper Switch Heater Unit Mounting Bracket P K Spire Nuts Large 2 off P K Spire Bolts 2 off 15 Description Nut with Spring Washer for secur ing Forward Stay of Attachment N Bracket Large Diameter Pipe Clip 4 off Long lengths of Heater Hose 2 off Rubber Washer 2 off Metal Water Pipe Connecter 2 off P K Spire Nuts Small 4 off P K Spire Screws 4 off Heater Pipe Clip Small Size 4 off Short length ot Rubber Water Hose 20 2 off Special Tap Extension Taper threaded Tap Metal Water Return Pipe Union Nut Olive Taper threaded Female Adapter 355 Service Instruction Manual P SECTION P 357 FUEL SYSTEM INDEX Page Page N
149. r 0 30 0 50 amps in series with the horns If the consumption is in excess of 13 amps for WT614 horns or 16 amps for WT618 horns it will be necessary to adjust the horns even if they are apparently oper ating correctly Horns will norm ally be tested with the car sta tionary and the battery at roughly its nominal voltage but under running conditions with the bat tery charging the voltage may be appreciably higher and may over load the horns if the latter are not in correct adjustment If the horns are badly out of adjustment it will be necessary to short circuit the horn fuse A1 A2 as otherwise the excessive current taken by the horns during the process of adjustment might re sult in its repeated blowing Withdraw the cover securing screws and remove the covers Disconnect the supply lead from one horn taking care that it cannot touch any part of the car and so cause a short circuit Horns must always be securely bolte adjustm len carrying out an 30 to remove a horn from the car for testing it must always be firmly clamped by its securing bracket for the test or adjustment to be effective Slacken the locking nut on the fixed contact and rotate the ad justing nut in a clockwise direc tion until the contacts are just separated as indicated by the horn failing to sound Turn the adjusting nut half a turn in the opposite direction and hold it while tightening down
150. r and spring vii Slide the rubber terminal block into its slot viii Thread the low tension connector h and capacitor eyelets on to the insulating piece and place these on to the pillar which secures the end of the contact breaker spring Refit the washer and securing nut ix Set the contact gap to 0 014 to 0 016 and tighten the securing screw s of the fixed contact plate Refit the rotor arm locating the moulded projection in the rotor arm with the keyway in the shaft and pushing fully home Refit the moulded cover Replacement Contacts If the contacts are so badly worn that replacement is necessary they must be renewed as a pair and not individ ually The contact gap must be set to 0 014 to 0 016 after the first 500 miles running with new contacts fitted the setting should be checked and the gap reset to 0 014 to 0 016 This procedure allows for the initial bedding in of the heel x HEADLAMPS MODEL F7oo MK VI r General Description gt The lamps incorporate a combined reflector and front lens assembly known as the Lucas Light Unit They are fitted with a pre focus bulb which ensures that the filament is always positioned correctly with respect to the focal point of the reflector a 322 Light Unit _ The construction of the Light Unit ensures that the reflector surface is 22 VERTICAL ADJUSTMENT SCREW HORIZONTAL ADJUSTMENT SCREWS effectively protecte
151. r is correct when with the lid of the float chamber inverted and the shank of the fork lever resting on the needle of the delivery valve it is possible to pass a is diameter rod between the inside radius of the forked lever and the flange of the lower face of the cover CARBURETTOR TUNING Fig 8 This should be carried out without the Air Cleaners as it is found they have no effect on balance or performance but their re moval considerably faciliates the operation One clamping bolt of a throttle rod folding coupling should be loosened the jet con necting rod should be disconnected at one of its fork end assemblies and the choke control cable released The rich mixture starting control linkage should also be disconnected by removing one of the clevis pins This will enable each carburettor to be adjusted inde pendently The suction chamber 4 and piston 3 should be removed and the jet needle 6 position checked The needle shoulder as shown in the illustration should be flush with the base of the recess in the piston The chamber and piston are now replaced The oil reservoir should be full and damp ing affect should be felt when replacing piston when the securing nut is 1 from the top of the suction chamber It is recommended that the adjusting nut 18 is screwed fully home and then slack ened back two and a half turns fifteen flats as an initial setting The throttle adjusting screw 2 on each carburettor shoul
152. ravity is too high or too low Continue the charge for an hour or so to ensure adequate mixing of the electrolyte and again check the specific gravity readings If necessary repeat the adjustment process until the desired reading is obtained in each cell Finally allow the battery to cool and siphon off any electrolyte above the tops of the separators PREPARING GTZ DRY CHARGED BATTERIES FOR SER VICE Dry charged batteries are supplied without electrolyte but with the plates in a charged condition No initial charging is required When they are required for service it is only necessary to fill each cell with sulphuric acid of the correct specific gravity No initial charging is required This pro cedure ensures that there is no deterioration of the efficiency of the battery during the PE period before the battery is required or use 304 a Preparation of Electrolyte The electrolyte is prepared by mixing together distilled water and concen trated sulphuric acid usually of specific gravity 1 835 This mixing must be carried out in a lead lined tank or a glass or earthenware vessel The acid must be added slowly to the water while the mixture is stirred with a glas rod NEVER ADD THE WATER TO THE ACID as the resulting chemical reaction may cause violent and dangerous spurting of the concentrated acid The total quantity of electrolyte needed to fill the battery can be calculated by reference to para
153. recaution to e If the car is fitted with overdrive check the fitting of the side curtain disconnect the electric control wires at their snap connectors and feed 26 REMOVAL OF GEARBOX TUNNEL them through the aperture in the a Lift out seat cushions and remove eight tunnel _ nuts from each seat Lift out seats f Withdraw the drain pipe from front b Remove front carpets and underfelts portion of tunnel 79 c Release hand brake and speedo drive g Remove screws from gear lever draught excluder and slide this up the grommet and push the rim of the brake lever grommet throu gh the aperture 347 27 28 29 BODY h The tunnel can now be removed by levering up the rear end to break the water seal V TO FIT THE GEARBOX TUNNEL The fitting is the reversal of the removal but the following points should be noted a It is essential that sufficient compound is used around the periphery of the tunnel to effect a good water seal b If the car is fitted with overdrive it will be necessary to feed the control wires through the aperture in the tunnel before finally bolting the latter in position These wires must be correctly matched c On replacing the carpets an adhesive will be necessary d The dipper switch will need replacing on early production cars TO REMOVE HOOD AND FITTINGS a Removethe hood by lifting the fasteners ae the edge starting at the screen rail b The metal frame can be re
154. rettor Jet lever link Rear carburettor Clevis pin Split pin Jet lever return spring Rocker lever Front carburettor only Washer for 30 3 Rocker lever bolt 55 Spring washer XR Connecting rod Split pin Ignition connection union Front carb urettor only Throttle spindle Throttle disc Throttle disc attachment screws Throttle stop Front carburettor only Taper pin Stop adjusting screw Locking screw spring Anchor plate c Feed the throttle disc into the slot of the spindle and secure with two countersunk screws These screws have split shanks which are now opened by the insertion of the screw driver blade 00 10 Uti G2 Description 21 Return spring End clip Throttle lever Pinch bolt Nut for 48 Float chamber Float Needle and seat assembly Hinged lever Pin for hinged lever Float chamber cover Joint washer Petrol inlet filter Banjo bolt Fibre washer Cap nut Aluminium washer Float chamber support arm Float chamber attachment bolt Fibre washer Washer Jet control connecting rod Between front and rear jet levers Fork end Nut on fork end Clevis pin Split pin Choke cable swivel pin Nyloc nut Plain washer Screw Throttle spindle connecting rod Folding coupling Short link rod assembly Long link rod assembly Bell crank lever Pivot lever Split pin Plain washer Nut Insulating packing Joint washer
155. revent the contact arm over riding the resistance TO TEST DASH METER The following tests will indicate whether the dash meter is functioning satisfactorily a Disconnect the wire from terminal and switch on ignition The dash meter should read full b With the wire to terminal still disconnected connect the wire to the car or connect to earth by a similar method The meter should read empty when the ignition is switched on TO TEST TANK UNIT a Remove unit from tank b Check the float arm for freedom of movement c Having checked the dash meter and found it to be satisfactory connect terminal T of the tank to terminal T of the meter d Connect tank unit body casting to body of dash meter e Switch on ignition and the reading of the meter will vary according to the position of the float arm If the dash meter indicates full irrespective to the position of the float arm the tank unit is faulty and should be replaced 361 P SYMPTOM 8 362 Meter reads full FUEL SYSTEM FUEL GAUGE FAULT LOCATION Meter supply interrupted Meter case not earthed Tank unit cable earthed Tank unit cable broken or disconnected TO REMOVE FLEXIBLE PETROL FEED PIPE In no circumstances must an attempt be made to remove this hose from the lift pump without first diconnecting it from the petrol stop tap a Turn off petrol at the stop tap b Loosen the
156. rew the pole shoe retaining screws by means of the wheel operated screwdriver v Draw the pole shoes and coils out of the yoke and lift off the coils vi Fit the new field coils over the pole shoes and place them in position inside the yoke Take care to ensure that the taping of the field coils is not trapped between the pole shoes and the yoke vii Locate the pole shoes and field coils by lightly tightening the fixing screws Fig 9 Tightening Pole Shoe Retaining Screws viii Fully tighten the screws by means of the wheel operated screwdriver and lock them by caulking ix Replace the insulation piece be tween the field coil connections and the yoke x Resolder the field coil connections to the field coil terminal block and re rivet to the yoke f Bearings Bearings which have worn to such an extent that they will allow side move ment of the armature shaft must be replaced To replace the bearing bush in a commutator end bracket proceed as follows i Remove the old bearing bush form the end bracket the bearing should be removed by screwing a 5 inch tap into the bush for a few turns and pulling out the bush with the tap Screw the tap squarely into the bush to avoid damage to the bracket Insert the felt ring and aluminium disc in the bearing housing then press the new bearing bush into the end bracket using a shoul dered highly polished mandrel of SHOULDERED L1 HAND PRES
157. ributor cover inside and out with a soft dry cloth paying particular atten tion to the spaces between the metal electrodes Ensure that the carbon brush moves freely in its holder Examine the contact breaker The contacts must be quite free from grease or oil If they are burned or blackened clean them with very fine carborundum stone or emery cloth then wipe with a petrol moistened cloth Cleaning is facilitated by re moving the contact breaker lever To do this remove the nut washer insulating piece and connections from the post to which the end of the contact breaker spring is anchored The contact breaker lever may now be removed from its pivot Before refitting the contact breaker smear the pivot post with Ragosine Molybdenised non creep oil or Mobilgrease No 2 After cleaning check the contact breaker setting Turn the engine by hand until the contacts show the maximum open ing This should measure 0 014 to 0 016 If the measurement is in correct keep the engine in the position 3 ELECTRICAL EQUIPMENT giving maximum opening slacken the screw s securing the fixed contact plate and adjust its position to give the required gap Tighten the screw s Recheck the setting for other positions of the engine giving maximum opening DESIGN DATA a b c d e f Firing angles 0 90 180 270 1 Closed period 60 3 Open period 30 3 Contact breaker gap 0 0
158. rushes are pre formed so that bedding to the commutator is unnecessary Commutator End Bracket Brush Con nections Check the brush springs as in Para 2 b To fit a new spring prise open the spring anchor slot in the brush spring support post and lift the old spring away Place the new spring in the slot in the same position as occupied by the old spring Re close the slot Check the tension of the new spring and ensure that it makes contact with the centre of the brush ii Commutator The commutator must be clean and have a polished appearance If it is dirty it must be cleaned using a fluffless petrol moistened cloth or if necessary by polishing it with a strip of very fine emery cloth 14 To remedy a badly worn com mutator dismantle the starter drive and remove the armature from the end bracket Mount the armature in a lathe rotate at a high speed and take a light cut with a very sharp tool Do not remove any more metal than is necessary Finally polish with very fine glass paper The insulators between the commu tator segments MUST NOT BE UNDERCUT iii Armature Check for lifted commutator seg ments and loose turns in the armiature winding These may be due to the starting motor having remained engaged while the engine is running thus causing the arma ture to be rotated at excessive speed A damaged armature must always be replaced no attempts should be made to machine the armatur
159. ry 10 C below 20 C add 0 3 volt b Cut out Cut in voltage 12 7 13 3 Drop off voltage 8 5 10 0 Reverse current 3 5 5 0 amp SERVICING a Testing in Position to Locate Fault in Charging Circuit If the generator and battery are in order check as follows i Ensure that the wiring between battery and regulator is in order To do this disconnect the wire from the A terminal of the control box and connect the end of the wire removed to the negative terminal of a voltmeter Connect the positive voltmeter terminal to an earthing point on the chassis If a voltmeter treading is given the wiring is in order and the regulator must be examined ii If there is no reading examine the wiring between battery and con trol box for defective cables or loose conne fions iii Re connect the wire to terminal A 325 ELECTRICAL EQUIPMENT b Regulator Adjustment The regulator is carefully set during manufacture and in general it should not be necessary to make further adjustment If however the battery does not keep in a charged condition or if the generator output does not fall when the battery is fully charged the setting should be checked and if necessary corrected It is important before altering the regulator setting to check that the low state of charge of the battery is not due to a battery defect or to slipping of the generator belt i Electrical Setting It is important that
160. s blackened or dirty clean it by holding a petrol moistened cloth against it while the engine is turned slowly by hand cranking Re test the generator as in vi if there is still no reading on the voltmeter there is an internal fault and the complete unit if a spare is avail able should be replaced Other wise the unit must be dismantled see Para 4 b for internal exam ination viii If the generator is in good order remove the link from between the terminals and restore the original connections taking care to connect the larger generator terminal to control box terminal D and the smaller generator terminal to con trol box terminal BRUSH BRUSH SPRING THRUST COLLAR COMMUTATOR FIELD COIL Dismantled View of Generator Yoke cut away to show Interior b To Dismantle i Take off the driving pulley ii Remove the cover band hold back the brush springs and remove the brushes from their holders iii Unscrew and withdraw the two through bolts iv The commutator end bracket can now be withdrawn from the gener ator yoke v The driving end bracket together with the armature can now be lifted out of the yoke 307 ELECTRICAL EQUIPMENT d Armature vi The driving end bracket which on removal from the yoke has withdrawn with it the armature and armature shaft ball bearing need not be separated from the shaft unless the bearing is sus pected and requires examinati
161. t Right to left hand front connection pipe Three way connection Front banjo connection Connection attachment bolt Banjo bolt Right hand brake pipe Large copper gasket Left hand brake pipe Small copper gasket Rear axle clips Stop light switch Clutch Operation Flexible hose 25 Master cylinder to frame bracket pipe Hose locknut 26 Flexible hose ONAN UTD WD Fig 1 Exploded view of Hydraulic Pipe Lines and Connections 391 BRAKES DESCRIPTION Lockheed Hydraulic Brakes are fitted to all four wheels Two leading shoe type are used on the front wheels and leading and trailing shoe type on the rear wheels A foot pedal operates the brakes hydraulic ally on all four wheels simultaneously whilst the handbrake operates the rear brakes only by means of a cable The foot pedal is coupled by a push rod to the master cylinder bore in which the hydraulic pressure of the operating fluid is originated The second bore of the master cylinder is connected to the clutch operating mechanism A supply tank integral with the master cylinder provides a fluid reservoir for both cylinders a pipe line consisting of tube flexible hose and unions connect the master cylinder bore to the wheel cylinders The pressure created in the master cylinder by application of the foot pedal is trans mitted with equal force to all wheel cylin ders simultaneously This moves the piston which in turn forces the brakes shoes outward and
162. that it is leak proof The tap has a cork plunger which can be expanded to increase the interference and so improve the seal The cork is expanded by loosening the lock nut at the top of the plunger and the centre rod in an anti clockwise direction retighten the locknut It will be noticed that increased resistance is felt when the tap is operated 14 TODISMANTLE PETROL STOP TAP a Loosen the round headed screw at the side of the tap body sufficiently to allow the plunger to be withdrawn b Remove the lock nut in the head of the plunger By turning the cork it can be removed together with the centre rod c The cork can now be pushed off the centre rod d Clean and inspect all parts and renew any that are believed to be defective 15 16 TO ASSEMBLE PETROL STOP TAP a Fit the cork seal on to the centre rod and screw the rod into the plunger head sufficiently to just nip the seal Attach the lock nut to the centre rod protruding through the head of the plunger b Smear the cork and the inside of the tap body with a little oil or grease c Carefully feed the plunger into the tap body so that the groove in the plunger aligns with the round headed screw in the exterior of the body d Tighten the body screw so that the plunger is located in the tap body and has freedom of movement e Adjust the interference of the plunger to ensure that petrol will not seep past the cork seal This is effected
163. the battery and prevents undue variation of the charging current which would otherwise occur ELECTRICAL EQUIPMENT The bi metallic spring also compensates for effects due to increases in resistance of the copper windings from cold to working values The Cut out The cut out is an electro magnetically operated switch connected in the charging circuit between the generator and the battery Its function is automatically to con nect the generator with the battery when the voltage of the generator is sufficient to charge the battery and to disconnect it when the generator is not running or when its voltage falls below that of the battery and so prevent the battery from discharging through and possibly damaging the genera tor windings The cut out consists of an electro magnet fitted with an armature which operates a pair of contacts The electro magnet em ploys two windings a shunt winding of many turns of fine wire and a series winding of a few turns of heavier gauge wire The contacts are normally held open and are closed only when the magnetic pull of the magnet on the armature is sufficient to overcome the tension of the adjusting spring The operation of the cut out is as follows The shunt coil is connected across the generator When the vehicle is starting the speed of the engine and thus the voltage of the generator rises until the electro magnet is sufficiently magnetised to overcome the spring tension and close th
164. the contacts closed by hand draw the paper through This should be done two or three times with the rough 38 side towards each contact Wipe away all dust or other foreign matter using a clean fluffless cloth moistened with methylated spirits de natured alcohol Do not use emery cloth or a carborundum stone for cleaning cut out contacts Service Instruction Manual BODY SECTION N ie dq Fitting tap extension AES INDEX Page Body Mounting Points Hur dme dag ue fetu s 1 To remove Body Se C249 1 To fit Body 2 2 Battery Box Drain 0 c loupe bo de 2 To remove and Dismantle Front Bumper ouo Yee 22 To fit Front Bumper 2 2 2 2 2 3 To remove Rear Over Riders and Brackets 3 To fit Rear Over Riders ns 3 To remove Front Wing 22 2 s 4 To fit Front Wing ia cae Se T4 ee 4 To remove Rear Wing a e ee gu se 4 To fit Rear Wing m ue 4 To remove Bonnet Lid eit 4 To fit Bonnet Lid e e cael 4 remove Front Apron 2 2 2 02 00 5 To fit Front Apron 22 2 2 RAS comes s co ue cde 5 Adjustment of Bonnet 22 ee 5 To remove Windscreen 2 02000002 5 To fit Windscreen eS o tts 6 To fit Aero Windscreen 2 2 0 020002000 6 To remove Door i 4 0 c dex 2 te 6 To He Door li
165. the motor does not crank the engine Before examining the starter check by hand cranking that the engine is not abnormally stiff Sluggish action of the starting motor may be due to a discharged battery Check by disconnecting the existing cables and re connect ing the motor to a battery known to be fully charged If the starting motor now gives normal cranking of the engine the vehicle battery must be examined and the motor circuit cables checked for damaged insulation If the motor does not operate satisfactorily it must be removed from the engine for examination see Para 4 b ii The lamps do not dim and the motor does not crank the engine Check by means of a voltmeter or low voltage test lamp that the circuit up to the supply terminal on the motor is in order If no voltage is indicated check the circuit from battery to motor via the starter switch Ensure that all connections are clean and tight A voltage at the supply terminal indicates that the motor has an internal fault and must be re moved from the engine for exam ination see Para 4 b If the motor operates but does not crank the engine the drive mechanism is probably faulty 311 MI b Bench testing 5 iii Measuring lock torque and lock current i Removing the starting motor from the engine HOLES FOR A DIA YOKE CLAMP MADE FROM 3 CHANNEL IRON MACHINED TO SUIT ANY PARTICULAR YOKE Disconnect the earth terminal on t
166. the same specific gravity as that already in the cell 302 Cleanliness See that the top of the battery is free from dirt or moisture which might provide a discharge path Ensure that the battery connections are clean and tight 2 HOLD TUBE VERTICALLY TAKE READINGS AT EYE LEVEL DO NOT DRAW IN TOO MUCH ELECTROLYTE FLOAT MUST BE FREE Fig 2 Taking Hydrometer Readings Hydrometer Tests Measure the specific gravity of the acid in each cel in turn with a hydrometer The reading given by each cell should be approximately the same if one cell differs appreciably from the other an internal fault in that cell is indicated This will probably be confirmed by the heavy discharge test described below The appearance of the electrolyte drawn into the hydrometer when taking a reading gives a useful indication of the state of the plates if it is very dirty or contains small particles in suspension it is possible that the plates are in a bad condition Discharge Test A heavy discharge tester consists of a voltmeter 2 or 3 volts full scale across which is connected a shunt resistance capable of carrying a current of several hundred amperes Pointed prongs are provided for making con tact with the inter cell connectors 4 ELECTRICAL EQUIPMENT Press the contact prongs against the exposed positive and negative ter minals of each cell A good cell will maintain a reading of 1 2 1 5 volts
167. this is not possible due to the sparking plug being fitted with a shrouded cable connector remove each plug connector in turn Again re moval of the connection to the defec tive cylinder will cause no noticeable change in the running note but there will be a definite increase in roughness when the other plugs are disconnected Having thus located the defective cylinder stop the engine and remove the cable from the sparking plug terminal Restart the engine and hold the cable end about 45 from the cylinder head If sparking is strong and regular the fault lies with the sparking plug and it should be removed cleaned and ad justed or a replacement fitted If however there is no spark or only weak irregular sparking examine the cable from the plug to the distributor cover for deterioration of the insula tion renewing the cable if the rubber is cracked or perished Clean and examine the distributor moulded cover for free movement of the carbon brush If a replacement brush is necessary it is important that the correct type is used If tracking has occurred in dicated by a thin black line between two or more electrodes or between one of the electrodes and the body a replacement distributor cover must be 319 b c 320 ELECTRICAL EQUIPMENT d High Tension Circuit Testing in Position to Locate Cause of Ignition Failure d Spring back the clips on the distri butor head and remove the moulded cov
168. to the moving contact breaker plate and remove the two screws at the edge of the contact breaker base The contact breaker assembly complete with external terminal can now be lifted off see i below Remove the circlip on the end of the micrometer timing screw and turn the micrometer nut until the screw and the vacuum unit ELECTRICAL EQUIPMENT assembly are freed Take care not to lose the ratchet and coil type springs located under the micrometer nut The complete shaft assembly with automatic timing control and cam foot can now be removed from the dis tributor body see ii below i Contact Breaker To dismantle the assembly fur ther remove the nut insulating piece and connections from the pillar on which the contact breaker spring is anchored Slide out the terminal moulding Lift off the contact breaker lever and the in sulating washers beneath it Re move the screw s securing the fixed contact plate together with the spring and plain steel washers and take off the plate Withdraw the single screw securing the capacitor and on earlier models the contact breaker earthing lead Dismantle the contact breaker base assembly by turning the base plate clockwise and pulling to release it from the moving contact breaker plate On earlier models remove the circlip and star washer located under the base plate ii Shaft and Action Plate To dismantle the assembly fur ther take out the screw inside the c
169. tween close limits at all speeds above the regulating point the field strength being controlled by the automatic insertion and withdrawal of a resistance in the generator field circuit When the generator voltage reaches a pre determined value the magnetic flux in the regulator core due to the shunt or voltage winding becomes sufficiently strong to attract the armature to the core This causes the contacts to open thereby in serting the resistance in the generator field circuit The consequent reduction in the generator field current lowers the generator terminal voltage and this in turn weakens the mag netic flux in the regulator core The armature therefore returns to its original position and the contacts closing allow the generator voltage to rise again to its maximum value This cycle is then re peated and an oscillation of the armature 1s maintained As the speed of the generator rises above that at which the regulator comes into operation the periods of contact separation increase in length and as a result the mean value of the generator voltage undergoes practically no increase once this regulating speed has been attained The series or current winding provides a compensation on this system of control for if the control were arranged entirely on the basis of voltage there would be a risk of seriously overloading the generator when th battery was in a low state of charge particularly ift li lamps were simultane
170. ump Filter ws 6 Carburettor Jet Needles wn 19 Petrol Pump Oil Seal 6 To remove Jet Needle 2 2 19 Testing while on Engine 7 To fit Jet Needle 2 19 To remove Petrol Pump from Engine 7 Centralisation of Jet Needle 19 To fit Petrol Pump to Engine 7 To assemble Carburettor 19 To dismantle Petrol Pump 7 Notation For Fig 10 2 21 Notation for Figure 5 22 8 To adjust Fuel Level 23 To assemble Petrol Pump 9 tune Carburettors ee 23 Inspection of Parts 10 Carburation Defects 2 24 LIST OF ILLUSTRATIONS Page Fig 1 Exploded view of Petrol Tank Fig 8 Sectional view of the S U Car and Pipe Lines 1 burettor 2 22 14 Fig 2 Theoretical Circuit of the Fuel Fig 8a Sectional view of Carburettor Float i Gauge Tank Unit and Meter HD 3 Fi 8b a 6s h OE 14 Fig 3 Sectional view of Petrol Pump 6 15 D Se oulder Datum of T Fig 4 Cleaning the Petrol Pump Filter 7 Fig 9 Throttle and Mixture Control Fig 5 Exploded view of Petrol Pump 8 Interconnection 18 Fig 6 Fitting the Diaphragm 9 Fig 10 Exploded view of the S U Fig 7 Exploded view of Accelerator Carburettor ste 20 Pedal and L H Steering 12 Fig 11 Adjusting the Fuel Level 23 358 Fig 1 1 2 3 4 5 6 7 8 9 FUEL SYSTEM Exploded view of Petrol Tank and P
171. until required for initial charging Electrolyte of the specific gravity given in Para 2 b is prepared by mixing distilled water and concentrated sul phuric acid usually of 1 835 S G b c The mixing must be carried out either in a lead lined tank or in suitable glass or earthenware vessels Slowly add the acid to the water stirring with a glass rod Never add the water to the acid as the resulting chemical reaction causes violent and dangerous spurting of the concentrated acid Heat is produced by the mixture of acid and water and the electrolyte should be allowed to cool before taking hydrometer readings unless a ther mometer is used to measure the actual temperature and a correction applied to the reading as described in Para 2 b and before pouring the elcctro lyte into the battery The total volume of electrolyte required can be estimated from the figures quoted in Para 2 a Filling the Battery The temperature of the acid battery and filling in room must not be below 32 F Carefully break the seals in the filling holes and half fill each cell with electro lyte of the appropriate specific gravity Allow the battery to stand for at least six hours in order to dissipate the heat generated by the chemical action of the acid on the plates and separators and then add sufficient electrolyte to fill each cell to the top of the separators Allow to stand for a further two hours and then proceed w
172. urning the starter motor armature by means of a spanner applied to the shaft extension at the commutator end This is accessible by removing the cap which is a push fit CONSTRUCTION The construction of the drive will be clear from the illustration The pinion is carried on a barrel type assembly which is mounted on a screwed sleeve The screwed sleeve is secured to the armature shaft by means of a location nut and is also keyed to the inner sleeve of the rubber coupling by a centre coupling plate A friction washer is fitted between the coupling plate and rubber assembly and the outer sleeve of the rubber coupling is keyed at the armature end of the starter by means of a transmission plate A pinion restraining spring is fitted in the barrel assembly to prevent the pinion vibrating into mesh when the engine is running ELECTRICAL EQUIPMENT PINION LOCATING amp BARREL RING COVER RUBBER RETAINING SLEEVE UNIT ASSEMBLY Pg A YN N J CONTROL NUT PEG Sy A 8 FRICTION WASHER COUPLING RESTRAINING FRICTION LOCATING LOCATING PLATE SPRING WASHER NUT RING ig 20 Exploded view of Starter Motor Drive Assembly 4 DISMANTLING Having removed the armature as described in the section dealing with starting motors the drive can be dismantled as follows Remove the locating cover A and then withdraw the locating ring B from the starter shaft at the end of the starter drive Remove the
173. us preventing leak age of fuel between the jet and the lower jet bearing In both locations a brass washer is inter posed between the end of the spring and the sealing gland to take the spring thrust A further sealing gland 19 together with a conical brass washer 20 is provided to prevent fuel leakage between the jet screw 15 and the main body It will be seen from the diagram that the upward movement of the jet is determined by the position of the jet adjusting nut 18 since the enlarged jet head 21 finally abuts against this nut as the jet is moved upwards towards the weak or running position The position of the nut 18 therefore determines the idling mixture ratio setting of the carburettor for normal running with the engine hot and is prevented from unintentional rotation by means of the loading spring 22 The cold running mixture control mechan ism comprises the jet lever 23 supported from the main body by the link member 24 and attached by means of a clevis pin to the jet head 21 A tension spring 25 is provided as shown to assist in returning the jet moving mechanism to its normal running position Connection is made from the outer extremity of the jet lever 23 to a control situated within reach of the driver Drillings in the float chamber attachment bolt 12 the main body of the carburettor the jet 5 and slots in the upper jet bearing 13 serve to conduct the fuel from the fl
174. ve the cover of the faulty horn and examine the movement for the faults enumerated in Para b Pay particular attention to the internal wiring of the horn which may have broken or become unsoldered as a result of vibration and see that chafed insulation does not cause a partial or complete short circuit Note All joints in the internal wiring of the horn must be firmly soldered using a non corrosive flux i Ifthe horns are removed for bench testing or adjustment it is ad visable to carry out an insulation test before replacement testing between each terminal and the body with a 500 volt test set or similar equipment ii Under no circumstances must the movement be dismantled 16 after carrying out the above testing procedure the fault has not been located a new horn must be fitted 331 M ELECTRICAL EQUIPMENT RH REAR DIRECTION INDICATOR L H REAR DIRECTION INDICATOR TAIL LAMP NUMBER PLATE amp TAIL LAMP Ly amp STOP LAMP 0 21 at 22 ET PANEL LIGHT 7 SWITCH D E SCREENWIP R A PETROL KEY TO CABLE NIE COLOURS 44 IGNITION DIRECTION WARNING 5 INDICATOR UGHT 4 WARNING S WIPER GT SWITCH 44 BLUE BLUE WITH RED BLUE WITH YELLOW BLUE WITH WHITE BLUE WITH GREEN BLUE WITH PURPLE BLUE WITH BROWN BLUE WITH BLACK WHITE WHITE WITH RED WHITE WITH YELLOW WHITE WITH BLUE 8 PETROL aS WHITE WITH GREEN GAUGE 224 S 4 WHITE WITH PURPLE T HEA
175. ve the gearbox cover Lift off the connecting link Disengage the outer casing cable rack and crosshead from the gearbox Replace the gearbox cover to prevent the ingress of foreign matter To Detach the Cable Rack from the Wheelboxes Remove the wiper arms from the wheelbox spindles by slackening the collet nuts and continuing to rotate them until the arms are freed from the spindles The cable rack can then be withdrawn from the outer casing for inspection Before refitting the cable into the outer casing see that the wheelbox gears are undamaged and thoroughly lubricate the cable rack with Duckham s HBB or an equivalent grease b 2 ELECTRICAL EQUIPMENT c Inspection of Commutator Disconnect the wiper at its terminals and withdraw the three screws securing the cover at the commutator end Lift off the cover Clean the commutator using a petrol moistened cloth taking care to remove any carbon dust from between the commutator segments d Inspection of Brush Gear Check that the brushes bear freely on the commutator If they are loose or do not make contact a replacement ten sion spring is necessary The brush levers must be free on their pivots If they are stiff they should be freed by working them backwards and forwards Brushes which are considerably worn must be replaced e Motor Operates but does not Transmit Motion to Spindles Remove the gearbox cover A push pull motion should
176. ven air flow demand as imposed by the degree of throttle opening the engine speed and the load thus any tendency in the piston to fall momentarily will be accompanied by an increased restriction to air flow in the space bounded by the lower side of the piston and the bridge and this will be accompanied by a corresponding increase in the depression between the piston and throttle which 15 immediately communicated to the interior of the suction chamber instantly counteracting the initial disturb ance by raising the piston to an appropriate extent The float chamber which is shown in Fig 8A is of orthodox construction com prising a needle valve 9 located within a separate seating which in turn is screwed in the float chamber lid and a float 10 the upward movement of which in response to the rising fuel level causes final closure of the needle upon its seating through the medium of the hinged fork 11 The float chamber is a unit separate from the main body of the carburettor to which it is attached by means of the bolt 12 suitable drillings being provided therein to lead the fuel from the lower part of the float chamber to the region surround ing the jet It is steadied at its upper extremity by a suction chamber attachment Screw The buoyancy of the float in conjunction with the form of the lever 11 is such that a fuel level is maintained approximately below the jet bridge see page 23 This can easil
177. y be observed after first detaching the suction chamber and suction piston and then lowering the jet to its full rich position The level can vary a further 4 downwards without any ill effects on the functioning of the carburettor The only parts of importance in Figs 8 and 8A not so far described are those associated with the jet Under idling conditions the piston is completely dropped being then supported by the two small protuberances provided on its lower surface which are in contact with the bridge 28 the small gap thus formed between piston and bridge permits the flow of sufficient air to meet the idling demand of the engine without however FUEL SYSTEM creating enough depression on the induction side to raise the piston The fuel discharge required from the jet is very small under these conditions hence the diameter of the portion of the needle now obstructing the mouth of the jet is very nearly equal to the jet bore Initial manufacture of the complete carb urettor assembly to the required degree of accuracy to ensure perfect concentricity between the needle and the jet bore under these conditions is impracticable and an individual adjustment for this essential centralisation is therefore provided It will be seen that the jet is not mounted directly in the main body but is housed in the parts 13 and 14 referred to as the jet bushes or jet bearings The upper jet bush is provided with a flange whi

Triumph TR2, TR3, TR3A factory service manual

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